NAN Spring2019 1 PDF

The Flagship publicaTion oF naval aviaTion since 1917 spring 2019
Navy Declares F-35C

MISSION READY
What’s inside
Physiological Episodes Update

Fleet Readiness Centers
Increase Readiness
O-Level Reforms at NAS Lemoore
An F/A-18E Super Hornet from Strike Fighter Squadron
(VFA) 136 flies over the California coast.
U.S. Navy photo by MC Chief Shannon Renfroe
Spring 2019 Volume 101, No. 2
4 Flightline
DEPARTMENTS
7 Grampaw Pettibone
8 Airscoop
18 NAVAIR Updates Programs at Sea-Air-Space Expo
FEATURES
PHYSIOLOGICAL EPISODES UPDATE
24 NAVAIR Zeroes in on Causes, Solutions for PEs
26 Rapid Pressure Fluctuation Chamber to Study PEs
F-35C IOC
28 Navy Declares F-35C Mission Ready
30 ‘Argonauts’ Complete Transition to F-35C Lightning II
NSS: O-LEVEL REFORM

34 Lemoore Squadrons Returning More Super Hornets to Flight Line
38 Path to Reform Inherent for ‘Fighting Redcocks’
40 Fleet Replacement Squadron VFA-122 Initiates Change
42 Naval Aviation Maintenance Center for Excellence Lemoore Tackles
Long-Term Down Super Hornets
44 NSS: New Aircraft-on-Ground Cell Expedites Readiness

46 Wroten Island Wreck: News Crew Spots Old Navy Aircraft on
Chesapeake Island
50 Eight-Ball: MV-22B Test Aircraft No. 8 Leaves Legacy
53 Professional Reading
ALSO IN THIS ISSUE Inside
Back
Cover
Squadron Spotlight
On the cover: An F-35C Lightning II attached to the “Argonauts” of Strike Fighter Squadron (VFA) 147
ON THE COVER completes a flight over Eglin Air Force Base in Fort Walton Beach, Fla. (U.S. Navy photo by MC Chief
Shannon E. Renfroe)
The Flagship publicaTion oF naval aviaTion since 1917 spring 2019
The F-35C Lightning II graces our cover again this issue after achieving initial operating
Navy Declares F-35C
MISSION READY capability Feb. 18. Strike Fighter Squadron (VFA) 147 shares how they transitioned from the F/A-
18 Super Hornet to the F-35C.
Most of this issue focuses on readiness reforms implemented as part of the Naval
Sustainment System initiative. We follow the progress made at Fleet Readiness Centers and the
operational-level reforms at Naval Air Station Lemoore, California.
On the back cover: Aviation Structural Mechanic Airman Javier Perez performs a daily
What’s inside turnaround inspection on an MH-60S Seahawk helicopter, assigned to the “Chargers” of
Physiological Episodes Update
Fleet Readiness Centers
Increase Readiness Helicopter Sea Combat Squadron (HSC) 14, aboard aircraft carrier USS John C. Stennis (CVN 74).
O-Level Reforms at NAS Lemoore
(U.S. Navy photo by MC Joshua Leonard)
The U.S. Navy’s Oldest Periodical, Established 1917
spring 2019 3
Director, Air Warfare
Rear Adm. Scott D. Conn, USN
Editor in Chief
Andrea Watters, Naval Air Systems Command
Flightline
Naval Sustainment
Editorial Board
Stan Coerr, Headquarters, Marine Corps
Cmdr. Ronald Flanders, USN, Naval Air Forces
Greg Kuntz, Naval Aviation Enterprise
Capt. Craig Lee, USN, Naval Air Systems Command
System: Fleet Readiness
Richard Holcomb, Air Warfare N98
FORCM Huben Phillips, USN, Naval Air Force, Atlantic
Centers Improving
Naval Aviation News Staff
Fred Flerlage, Art Director, Naval Air Systems Command
Readiness
Jeff Newman, Staff Writer, Naval Air Systems Command By Rear Adm. Mike Zarkowski,
Contributing Editors Commander, Fleet Readiness Centers
Emily Funderburk, Naval Air Systems Command
As we move into the third quarter of the fiscal year, we
Melissa A. Johnson, Naval Air Systems Command
continue to keep our sights set on increasing the mission-
Columnists capable rate of F/A-18E/F Super Hornets.
Cmdr. Peter Mersky, USNR (Ret.), Book Review Editor
Cmdr. Bryan Dickerson, USN (Ret.), Contributing Editor Part of the Naval Sustainment System (NSS) model, Fleet Readiness Center
(FRC) reform is driving our efforts on the Super Hornets, and those reforms
Submission Guidelines and process improvements will be applied across other type/model/series
Commands may send news and announcements such as awards, rescues, milestones
and other achievements to [email protected]. Photos of Naval Aviation-oriented
(TMS) aircraft as we continue the push to increase readiness.
activities are always welcome. For longer feature articles, contact the editor in advance. Commander, Fleet Readiness Centers (COMFRC) has a three-pronged
Military contributors should forward articles about their commands only after internal approach:
security review and with command approval. For more information, contact us at n Kitting—having materials sorted in the receiving area and ready
[email protected] or 301-342-6024.
for use
Personal Subscriptions and Address Changes n Demand Management—treating the artisan as a surgeon with all his
A one-year subscription (four issues) is $23.00 domestic, $32.00 overseas. For online tools, equipment and parts available around the aircraft prior to begin-
orders go to bookstore.gpo.gov. For mail orders, cite Naval Aviation News and send
check, money order, or credit card information to U.S. Government Printing Office ning the work
Orders, P.O. Box 979050, St. Louis, MO 63197-9000. For fax orders, call 202-512-2104. n Built-in Quality—communicating more openly and frequently with
For phone orders, call 202-512-1800, Mon-Fri, 0700-1830. For email orders, send to fleet squadrons
[email protected]. For changes of address, also send to [email protected];
include full name and both old and new addresses.
It is all about velocity and getting aircraft, engines, components and sup-
port equipment through repair lines and back on the flight line as quickly
Official Subscriptions and Address Changes as possible.
Subscriptions to military and government agencies are provided free of charge At FRC Southwest (FRCSW), the first depot to undertake NSS, they
through the Naval Aviation News office. Email [email protected], send mail to
Naval Aviation News, NAvAir Public Affairs Office, 47123 Buse road, Building
saw an initial 30-percent reduction in the number of issue-priority-group-
2272, Suite 346, Patuxent river, MD 20670 or call 301-342-6024. one backorders or unfilled high-priority requisitions, and it continues to
Naval Aviation News (USPS 323-310; iSSN 0028-1417) is published quarterly for the improve.
Chief of Naval Operations by the Naval Air Systems Command. Periodicals postage is Depot-level transformation at FRCSW is focused around three activities:
paid at Washington, D.C., and additional mailing offices. n Shop transformation—prioritized by shops that most affect Super
The Secretary of the Navy has determined that this publication is necessary Hornet readiness, including the hydraulics, landing gear, canopy and
in the transaction of business required by law. The use of a name of any specific
manufacturer, commercial product, commodity or service in this publication does
generator convertor unit shops
not imply endorsement by the Navy. Any opinions herein are those of the authors, n Piece-part availability—addressing issues inhibiting repairs and resolv-
and do not necessarily represent the views of Naval Aviation News, the Department ing material delays
of the Navy or the Department of Defense. n Sustainability enablers—creating necessary changes to people, pro-
Approved for public release: SPr No. 2019-482 cesses and systems to ensure gains are sustainable
Postmaster: Send address changes to Naval Aviation News, NAvAir Public Affairs At Naval Air Station (NAS) Lemoore, California, FRC West (FRCW)
Office, 47123 Buse road, Building 2272, Suite 346, Patuxent river, MD 20670.
has applied the same best practices, resulting in significant changes to their
Naval aviatioN News is online at
http://navalaviationnews.navylive.dodlive.mil Planned Maintenance Interval (PMI) line. Planned maintenance is a proac-
SEND yOur fEEDBACk tO: [email protected] tive approach in which specific maintenance is scheduled on a regular basis.
4 Naval aviatioN News
Improvements at FRCW include the
following:
n Maintaining standards designed to
ensure the safety of the workforce
n Creating spaces and processes that
maximize an artisan’s time spent on
an aircraft
n Starting work on an aircraft only
when the full work package is under- U.S. Navy photo by Scott Janes
stood
n Ensuring supplies are in stock or eas-
ily ordered and tracked
n Staffing PMI lines with appropriate
numbers and capabilities to meet the
demand Fleet Readiness Center Southwest artisans work on an F/A-18 Super Hornet.
n Providing engineering and analysis
resources for faster turnaround times direction and will be able to achieve our n Resolution of 115 issues
n Inducting only mission-capable air- readiness standard for the Super Hornet. n Improved production rates
craft While the reforms started officially n Reduction in back orders
In addition, each aircraft is assigned a at FRCSW and FRCW, we sent our folks FRCE will continue to refine the three
dedicated work crew—along with a crew from the other FRCs to North Island and Super Hornet shops—valves and regulators,
lead—and all the tools and equipment Lemoore to observe and learn the new pro- starters and turbines, and auxiliary power
required to do the job. The creation of a cesses. This has enabled the other sites to hit units and fuel accessories—based on lessons
PMI Planning Cell and Production Control the ground running and they are making learned from their benchmarking trip to
Center (PCC) have also contributed to over- significant improvements already. FRCSW and implement tier-two-elevation
all improvements. The stakeholders meet On April 30, Naval Aviation kicked-off process improvements.
once or twice a day as a PMI Planning Cell the local NSS initiative at FRC Mid-Atlantic FRCE is also implementing NSS on
to discuss the progress and barriers as well (FRCMA) located at NAS Oceana, Virginia. the F-35 modification line with PCCs and
as plan for maintenance prior to aircraft FRCMA implemented the lean manufac- aircraft status and issue boards, plus aggres-
induction. The PCC houses a status board turing 5S process—shine, sort, standardize, sively focusing on 5S.
that tracks all outstanding work orders and straighten and sustain—at all sites and has At NAS Jacksonville, Florida, FRC
days to completion. increased their workload to include opera- Southeast (FRCSE) is implementing a
Results include a reduction in the PMI tional level (O-level) maintenance in order visual management system in four phases:
work in process from 10 to six aircraft, to return the aircraft to the fleet “ready to components and industrial processes,
a significant reduction in engineering fly.” engines, Super Hornet line, and trainer and
turnaround times and an increased focus At Marine Corps Air Station Cherry vertical-lift aircraft. In addition, FRCSE
on expediting delivery of needed parts. The Point, North Carolina, FRC East (FRCE) developed value-stream maps of Super Hor-
frequency and depth of communication started its NSS reforms May 20, setting net processes showing the flow of products
with squadrons and the air wing has also up PCCs and installing issue boards with through value added and non-value added
improved. metrics, analysis and data visualization in activities, including aircraft, engines and
their Super Hornet shops. They launched components, current state maps, standard-
NSS changes are working rapid problem-solving shop support teams ized visual equipment status boards and
The average turnaround time for the and instituted daily meetings to discuss standardized signage. FRCSE is scheduled
last four aircraft processed at Lemoore, equipment status and issues and update to begin its NSS initiative in late July.
which were all returned to squadrons as workflow boards. FRCSE also established a PCC for F414
mission capable, was 58 days, a marked The pre-planning benefits seen at FRCE engines, with plans to do the same for TF34
improvement over the previous rate of include: and F404 engines.
120 to 150 days. The early returns give us n Improvement in team synergy and The FRCs are making tremendous
confidence that we are moving in the right support personnel integration progress, and I am confident that the
spring 2019 5
number of mission-capable Super Hornets
will continue on an upward climb because
of these efforts.
The integration of each NSS pillar to
address all elements of aviation mainte-
nance—people, parts and processes—to
make permanent changes is essential. Each
piece of the model has made significant
improvements, and to have all of us pillar
leads—the FRCs, supply, engineering, O-
level, surge cell—talking to each other and
working together to support the long-term
sustainment of mission-capable Super
U.S. Navy photo by Toiete Jackson

Hornets is paramount to our success.
We will continue to make improve-
ments. I am proud of the great work our
FRCs have accomplished in the seven
months since implementation of NSS.
The goal we have been tasked with is a
Mechanic Johnny Dixon from Fleet Readiness Center Southeast’s Engine Repair and Modification lofty one, but I don’t know of another group
Division works on the front fan inlet of a F414 engine, which powers the Navy’s F/A-18 Super Hornet of individuals who could do it better. Keep
and other military aircraft. fixing for the fight!
Rear Adm. Mike Zarkowski is a native of Bucks County, Virginia; assistant chief of staff for logistics, Commander, Strike Force
Pennsylvania, and a 1987 graduate of Millersville University of Training Atlantic and Aviation Readiness; support equipment director,
Pennsylvania. He was designated an aerospace maintenance and Commander, Naval Air Force Atlantic Fleet, Norfolk; Commander,
duty officer in 1988. Fleet Readiness Center (COMFRC) Mid-Atlantic, Oceana, Virginia.
He attended the U.S. Naval Postgraduate School in Monterey, Zarkowski’s acquisition tours include deputy program man-
California, and received his Master of Science in material ager, Consolidated Automated Support System Electro-
logistics support management in June 1998. In 1999, he Optics Plus in Aviation Support Equipment; aide to the
was designated an Acquisition Corps member. Commander, Naval Air Systems Command; Autonomic
Zarkowski’s operational assignments include tours as a Logistic Systems Engineering Integrated Product
maintenance material control officer (MMCO) in Airborne Team lead, the Joint Strike Fighter Program Office; and
Early Warning Squadron (VAW) 123, MMCO/ COMFRC Mid-Atlantic.
assistant maintenance officer in Fighter Squadron (VF) 32, He assumed command of COMFRC at Naval Air
carrier air group maintenance officer in Carrier Station Patuxent River, Maryland, in June 2016. He previ-
Air Wing (CVW) 17 and aircraft intermediate ously served as vice commander, COMFRC, from 2014
maintenance department officer aboard to 2016.
USS Harry S. Truman (CVN 75). During Zarkowski earned his Professional Aviation
these tours, he participated in Operations Maintenance Officer Wings and has been
Desert Storm, Enduring Freedom and awarded the Legion of Merit (two awards),
Iraqi Freedom aboard USS America (CV Defense Meritorious Service Medal, Meritori-
66), USS Dwight D. Eisenhower (CVN 69) ous Service Medal (four awards), Navy/Marine
and USS George Washington (CVN 73). Corps Commendation Medal (three awards),
His shore tours include airframes/ Navy/Marine Corps Achievement Medal,
avionics division officer, Aircraft Interme- Battle Efficiency Award (two awards) and the
diate Maintenance Department, Norfolk, Thomas Hudner Leadership Award.
U.S. Navy photo

grampaw pettibone
Gramps from Yesteryear: March-April 1999
Illustration by
Hairy Harrier
Following a roll-and-go in the landing pattern, the pilot
of an AV-8B Harrier II began a climbing right-hand
turn downwind. He looked over his right shoulder to
check his position relative to the runway. He reduced
power and leveled the Harrier at the pattern altitude of
1,000 feet. He then went into a 60-degree angle-of-bank
turn with the nozzles at 24 degrees.
The tower transmitted, “keep it kinda tight on
downwind, visibility ain’t that great.” Weather
conditions were 3,000 feet scattered with three miles
visibility.
“Not a problem,” responded the pilot, looking to the
right. He increased his angle of bank to 80 degrees, set
the nozzles to 60 degrees and applied back stick pressure.
Within three seconds, the Harrier’s angle of attack
increased from 11 to 23 units and the aircraft stalled,
causing the nose to yaw down and to the right. The pilot
went to full power and moved the stick full forward and
to the left. The angle of bank returned to 60 degrees, right
wing down, but suddenly the aircraft rolled rapidly to
the right and went inverted. With 15 degrees nose down
and descending through 800 feet, the pilot ejected. He
landed safely suffering only first-aid injuries. The aircraft
crashed and was destroyed.
grampaw
pettibone
says …
I’m just sadly shakin’ my head with downcast

eyes over this fiasco. Never were truer words
spoken than when somebody etched in stone
the following: “Flying is inherently dangerous,
but it is mercilessly unforgiving of human error.”
The Harrier pilot simply failed to keep track
of his angle of attack. Do that down low and
slow in the traffic pattern and you’re invitin’
trouble—and trouble will have absolutely no
problem findin’ you.
spring 2019 7
airscoop
Compiled by Jeff Newman
USS Gerald R. Ford Accepts Two Advanced Weapons Elevators

NEWPORT NEWS, Va.—The Navy’s newest faster and, in the long run, increase our more time to learn and become subject
aircraft carrier, USS Gerald R. Ford (CVN overall sortie generation rates,” said Lt. matter experts,” Thompson said. “All of
78), marked major milestones with the recent Cmdr. Chabonnie Alexander, Ford’s ord- us are learning on brand new systems and
deliveries of its first two advanced weapons nance handling officer. brand new concepts. This acceptance gives
elevators (AWEs), setting the tone for more Beyond the new AWEs, the ship’s design us the opportunity to have that ‘run time’
positive developments in the year ahead. offers additional opportunities to stream- on the physical aspects of the elevator, but
AWE Upper Stage No. 1 was turned over line the overall movement and assembly of also in evaluating the technical manuals,
to the ship Dec. 21 following testing and weapons. Ford features three upper-stage and learning the maintenance required to
certification by engineers at Huntington elevators that move ordnance between the keep them operational.”
Ingalls Industries-Newport News Ship- main deck and flight deck, and seven lower- With two elevators in hand, Thompson
building (NNS), where the ship is currently stage elevators that move ordnance between explained that Sailors training on these
working through its post-shakedown avail- the main deck and lower levels of the ship. new systems will be able to take the lessons
ability (PSA). The second elevator, AWE An additional benefit of the ship’s design learned from Upper Stage No. 1, and apply
Upper Stage No. 3, followed Feb. 14. is a separate utility elevator that can serve as them to Upper Stage No. 3, thereby stream-
Ford is the flagship of the Navy’s new a dedicated lift to move both ordnance and lining the learning process and lessening
class of aircraft carrier, the first new car- supplies, and also serve as a means to medi- the learning curve.
rier design in more than 40 years. Unlike cally evacuate injured personnel from the “This is going to allow us to progress
weapons elevators on Nimitz-class carriers, flight deck to the hangar bay. This allows faster,” he said. “As we get smarter on
which use cables for movement, Ford-class the 10 main AWEs and Ford’s three aircraft one, we move on to the next and apply
elevators work via electromagnetic, linear elevators to be dedicated to their primary the lessons learned not only with regard
synchronous motors, allowing for greater missions of ordnance and aircraft move- to elevator operation, but also in the test-
capacities and faster movement of weapons. ment during real-world operations. ing and certification and maintenance
The new design will allow the ship to Though the first two elevators have been processes.”
move up to 24,000 pounds of ordnance at accepted, work still remains on the remain- “We are glad to be able to accept the
150 feet-per-minute. Nimitz-class eleva- ing nine. Acceptance of the AWEs offer second AWE,” said Chief Machinist’s
tors can move 10,500 pounds at up to 100 an opportunity for Ford Sailors to become Mate Franklin Pollydore, leading chief
feet-per-minute. acquainted with the equipment during the petty officer for G-4 division, the team
“This will allow us to load more aircraft PSA, said Cmdr. Joe Thompson, Ford’s currently training on the AWEs. “Having
weapons officer. a second AWE will give us the opportu-
“This gives us nity to apply everything we have pre-
Navy Awards Contract

for Construction of Two Carriers
WASHINGTON—The Navy has awarded a contract for the con-
struction of CVN 80 and CVN 81 to Huntington Ingalls Indus-
tries-Newport News Shipbuilding. This contract award delivers
significant savings to the government—exceeding $4 billion when
compared to the Navy’s original cost estimates to procure these
CVNs separately.
“Today marks a great team effort to drive out cost and maxi-
U.S. Navy photo courtesy of Huntington Ingalls Industries by Matt Hildreth mize efficiency in government procurement,” said Secretary of the
The final piece of the underwater hull of the second Ford-class Navy Richard V. Spencer. “Focusing on optimizing construction
aircraft carrier, USS John F. Kennedy (CVN 79), is lowered into place at activities and material procurement, the team was able to achieve
Huntington Ingalls Industries-Newport News Shipbuilding. The Navy significant savings as compared to individual procurement con-
has awarded a contract for construction of two more carriers. tracts. One contract for construction of the two ships will enable

U.S. Navy photos by MC3 Sean Elliott
Machinist’s Mate 2nd Class Shameka Judene, assigned to USS Gerald Electrician’s Mate 3rd Class Mitchell McBride, also assigned
R. Ford’s (CVN 78) weapons department, operates Advanced Weapons to Ford’s weapons department, observes AWE Upper
Elevator (AWE) Upper Stage No. 3. Stage No. 3.
pared for while allowing us to utilize all build-up locations. This ultimately offers the hangar bay makes our ship that much
the experience gained since AWE Upper a 75-percent reduction in the distance safer.”
Stage No. 1 was turned over to the ship.” ordnance must travel from magazine to Acceptance of the second elevator was
Upper Stage No. 3 is located in the aircraft. accelerated due to a merging of the test
ship’s aft weapons handling area, giving With more than two decades of weap- programs between NNS and the Naval
the ship two upper stage elevators in each ons handling experience, Thompson ex- Surface Warfare Center, which removed
of its handling areas—Upper Stage No. 1 plained that while the dedicated weapons redundant steps and moved certification
is in the forward handling area. handling areas offer advantages in speed up by 10 days. The team has identified
“This is a huge step for us,” Thompson and lethality, they also offer gains in the other areas where redundancy can be re-
said. “With one forward, and now one safe handling of ordnance. moved to make the acceptance timelines
aft—this brings us one step closer to be- “From a weapons safety perspective, more efficient.
ing a truly lethal weapons department.” this is a huge advantage,” he said. “We For Ford Commanding Officer Capt.
The dedicated weapons handling areas have two dedicated locations that are J.J. Cummings, the process improvement
between the hangar bay and the flight not on the flight deck or in the hangar again showcases the talent of the col-
deck are unique to the Ford-class and bay that have 24-7 overhead sprinkler lective team of professionals working to
eliminate the need for a “bomb farm” coverage and the ability to jettison in the bring these elevators online and bring
like those of Nimitz-class carriers while case of an emergency. To have these loca- Ford closer to operational employment.
reducing horizontal and vertical weap- tions that allows us to operate without From USS Gerald R. Ford Public
ons movements to various staging and interfering with flight operations or in Affairs.
the shipbuilder flexibility to best employ its skilled workforce to This Fixed Price Incentive (Firm Target) contract limits
design once and build twice for unprecedented labor reductions the Navy’s liability and incentivizes the shipyard’s best perfor-
while providing stability and opportunities for further efficiencies mance. The contract guarantees a single technical baseline for
within the nuclear industrial base.” both ships, which allows the shipyard to re-use engineering
In addition to these savings, the contract includes ship inte- rollover products, minimize changes between the two ships and
gration costs of several modifications required to meet emerging leverage economic order quantities for equipment and material
threats, including the F-35C Lightning II, MK 38 gun system and procurement.
MQ-25 Stingray unmanned aircraft system. These modifications Enterprise (CVN 80) is the third ship of the Ford class and
increase the lethality of the Ford class, and represent an addi- the numerical replacement for USS Eisenhower (CVN 69). CVN
tional $100 million in savings above the $4 billion, since these new 81, not yet named, will be the fourth ship of the class and will
capabilities were not included in the original single-CVN Navy be the numerical replacement for USS Carl Vinson (CVN 70).
estimate. Plus, these new savings associated with new capabilities CVN 80 began advanced planning and initial long lead time
increases to $200 million if installed in the ship before delivery, in material procurement in May 2016.
comparison to installing after ship delivery. From the Office of the Navy Chief of Information.
spring 2019 9
VFA-101 Deactivates, NAS Lemoore New Home for F-35C
SHALIMAR, Fla.—The last F-35C Lightning II assigned to “Home-basing the F-35C at NAS Lemoore also gives Sail-
the “Grim Reapers” of Strike Fighter Squadron (VFA) 101 ors the flexibility to move from sea to shore billets without
left Eglin Air Force Base (AFB) for Naval Air Station (NAS) leaving NAS Lemoore,” he said. “The F-35C is part of the
Lemoore, California, May 23 as the squadron deactivated Navy’s strike fighter community. Co-locating fourth- and
after more than seven years of training F-35C pilots, Sailors fifth-generation aircraft accelerates carrier-air-wing inte-
and Marines. gration, making our carrier strike groups more lethal and
NAS Lemoore is the Navy’s West Coast Master Jet survivable. NAS Lemoore is a catalyst for how we will train,
Base and home to Commander, Joint Strike Fighter Wing maintain and sustain future carrier air wing capability.”
(CJSFW), the Navy’s F-35C fleet squadrons and F-35C fleet “The contributions that VFA-101 has made to the F-35C
replacement squadron (FRS), VFA-125. community will not diminish as this program grows,” said
The majority of F-35C pilots from VFA-101 will remain in Cmdr. Adan Covarrubias, VFA-101 Commanding Officer.
the F-35C community, transferring to VFA-125, VFA-147, Air “The original cadre of maintainers and pilots have left a
Test and Evaluation Squadron (VX) 9 or Commander, Joint legacy that is evidenced in all aspects of this community.
Strike Fighter Wing (CJSFW). Approximately 50 percent of Their influence will continue long after the squadron’s doors
Sailor maintainers from the Grim Reapers will remain in the are closed.”
F-35C community either at NAS Lemoore with VFA-125 or The Grim Reapers’ origins trace back to 1942. Originally,
VFA-147, or at VX-9 at Edwards AFB, California. under the call sign of VF-10, the Grim Reapers flew the F4F
To accommodate the F-35C program at NAS Lemoore, Wildcat off USS Enterprise (CV 6) in the Pacific during
the Navy built or remodeled several facilities to meet F-35C World War II. At the end of the war, VF-10 deactivated at
requirements, including a pilot fit facility, centralized engine NAS Alameda, California, and in 1952, VF-101 was commis-
repair facility, pilot training center and a newly remodeled sioned at NAS Cecil Field, Florida, assuming the nickname
hangar. Future projects are planned as additional Navy and traditions of the previous Grim Reapers. VF-101 was
squadrons transition to the F-35C. Marine Corps F-35C deactivated in September 2005 after serving as the FRS for
squadrons will be based at Marine Corps Air Station Mira- the F-14 Tomcat.
mar, California. VFA-101 reactivated in May 2012, the 60th anniversary
“When we assessed the requirements to establish and of the re-establishment of the Grim Reapers, as the first FRS
mature the F-35C community, NAS Lemoore was the right for the F-35C. Since then, the squadron has trained more
place to home-base our Sailors and aircraft,” said Capt. Max than 75 Navy and Marine Corps F-35C pilots, accepted more
McCoy, CJSFW. “Consolidating resources enables leader- than 30 aircraft, trained more than 1,200 F-35C maintainers
ship to better support fleet replacement squadron training and flown more than 11,000 flight hours.
and operational squadron transitions, both for the Navy and From Commander, Joint Strike Fighter Wing Public
Marine Corps.” Affairs.
Integrating F-35C assets with existing F/A-18E/F Super
Hornet aircraft currently stationed at NAS
Lemoore is a win for the Navy,
McCoy said.
U.S. Navy photo by MC3 Wyatt L. Anthony
An F-35C Lightning II carrier variant, assigned to the “Grim Reapers” of Strike Fighter Squadron (VFA) 101,
performs a touch-and-go on the flight deck of aircraft carrier USS George Washington (CVN 73) in August 2016
during initial aircraft and pilot qualifications.

Joint Testing Clears F-35B/C for Night Refueling
EDWARDS AIR FORCE BASE, Calif.— the refueling receptacle, or “basket,” For this test, an F-35B from Air Test
The F-35 Lightning II program recently to ensure that the F-35 pilot can see and Evaluation Squadron (VX) 23 at
completed testing on an improved lighting adequately and make contact to begin Patuxent River deployed to Edwards
assembly with the KC-135 that will enable refueling. However, the existing lighting AFB and paired up with a KC-135 and
the Navy and Marine Corps F-35 variants design made it difficult for the KC-135 test aircrew from the 418th FLTS. Both
to refuel behind the tanker at night. Flight boom operator to see the silhouette of the ground and flight tests posed interesting
testing of the redesigned light, which at- F-35. Under the Air Force requirement, challenges for the teams.
“For the ground test we used a han-
gar,” McGee said. “The environment
needed to be completely dark. We had
to remove emergency lighting from the
facility and place mats on the floor to
reduce light glare. The boom operators
were on a scissor lift to simulate the KC-
135 tanker. The team had to simulate the
drogue basket approaching the F-35B so
the 461st FLTS maintainers mounted the
basket onto a B-4 stand. Since the stand
is on wheels, we could simulate the bas-
ket approaching the probe while the F-35
pilot assessed the brightness of the light.”
The ground test evaluated two types
of lights with different color tones—a
warm white light and an amber light—
across various brightness levels. The
U.S. Navy photo by Jonathan Case
warm white light was determined to be

the best choice for both boom operators
and pilots, McGee said.
The first flight test lasted four hours
and accomplished all of the required test
points.
A Marine Corps F-35B Lightning II from Air Test and Evaluation Squadron (VX) 23, Naval Air Station “Our biggest concern was completing
Patuxent River, Md., undergoes ground testing of an improved probe light assembly in a hangar at the test during the lowest moon illumina-
Edwards Air Force Base, Calif. tion; worst-case lighting scenario time-
frame, which was March 1-11,” McGee
taches to a refueling probe, was led by the the boom operator monitors refueling said. “For the flight test, we planned a
Patuxent River Naval Air Station, Mary- operations and helps the F-35 pilot main- minimum of two flights, but captured all
land, test team and supported by the team tain safe separation from the refueling test points on our first flight.”
at Edwards Air Force Base (AFB). boom. One of the redesign’s objectives is Based on favorable results, the design
The test evolution demonstrated team- to ensure better visibility for the KC-135 is being evaluated by the Air Refueling
work across three services and two test boom operator. Certification Agency this summer and,
units located on opposite coasts, all fo- “The current probe light was too once approved, will be incorporated into
cused on quickly evaluating this lighting bright, blinding the KC-135 aerial refuel- a revised flight clearance for the Navy
fix under specific nighttime conditions ing boom operators,” said Michael Mc- and Marine Corps.
to ensure that F-35 operators can expand Gee, 418th Flight Test Squadron (FLTS), The F-35A—the Air Force variant—
their night refueling operations to in- aerial refueling project manager at Ed- does not have a probe so no light change
clude all configurations of the KC-135. wards AFB. “The new light was designed is required for that model.
The purpose of the probe light on to be less bright, but still bright enough Written by Kenji Thuloweit, 412th Test
Navy and Marine aircraft is to illuminate for the F-35 pilot to see clearly.” Wing Public Affairs.
spring 2019 11
NAWCAD Adapts Weapons Loader for F-35B
LAKEHURST, N.J.—Teamwork and work and ingenuity has led to an increase a short time, both day and night. It’s where
co-location at Naval Air Warfare Center in capabilities and improved lethality of the rubber meets the road,” Page said.
Aircraft Division (NAWCAD) Lakehurst our forward deployed Marines.” The AWSE engineering team set out to
resulted in modified support equipment In February 2018, the NAWCAD Lake- modify a current adapter to connect the
(SE) that gives the F-35B Lightning II hurst Airborne Weapons Support Equip- GBU-49 with the Single Hoist Ordnance
more capability. ment (AWSE) branch was tasked by the Loading System, the primary munition load-
When the Marine Corps chose the NAVAIR Direct Attack Weapons program ing system of aircraft weapons stations afloat.
GBU-49 weapon system for the F-35B, they office to develop an adapter that could not The team designed a modified adapter
needed a piece of SE to load the weapon only provide loading capability for the in their lab and worked with NAWCAD
onto the aircraft. GBU-49, but for all MK-82 “smart” bombs Lakehurst’s Prototyping and Manufactur-
The GBU-49 provides new capability to be loaded on the F-35B. The goal was to ing Division (PMD) to build a prototype.
that will enable the F-35B to engage mov- develop, test, build and deliver the adapters The co-location of the engineering team
ing ground targets. However, the conduit within nine months. and PMD helped speed up the timeline by
on the GBU-49 did not fit the current The AWSE branch is responsible for making sure they got their design right the
weapons loader, until a team from NAW- all equipment that transports weapons first time, said Matthew Southard, prin-
CAD Lakehurst modified the adapter, through the carrier or land-based environ- ciple engineer for the project.
the ADU-894A/E, and delivered it to the ment, presents them to the aircraft and “There was a huge benefit in being able
Marine Corps on schedule in November. loads them on to the aircraft, said David to walk over to the shops and not only say
“The teams at Lakehurst and Patuxent Page, AWSE branch head. ‘this is what we need to do,’ but also ask the
River, Maryland, did a fantastic job in find- “For those airplanes that their missions artisans for advice and see how we might
ing a solution to a fleet problem quickly,” are to fly ordnance, it’s our equipment be able to shrink our schedules based on
said Kathleen P. Donnelly, director of the that allows those 18-year-olds out there certain design features,” Southard said.
Naval Air System Command (NAVAIR) SE on pitching carrier decks to safely handle The AWSE team simultaneously worked
and Aircraft Launch and Recovery Equip- thousands of pounds of weapons, bring with their logistics counterparts at NAW-
ment engineering department. “Their hard them up to an aircraft and load them up in CAD Lakehurst to create the required
AAG Completes First

Barricade Test in 23 Years
PATUXENT RIVER, Md.—The
Advanced Arresting Gear (AAG)
team successfully executed the
system’s first exploratory aircraft
barricade arrestment Feb. 28 at the
Jet Car Track Site (JCTS) at Joint
Base McGuire-Dix-Lakehurst, New
Jersey.
During the test, a stricken
E-2C+ Hawkeye was launched into
an emergency barricade to begin
qualifying AAG in the barricade
U.S. Navy photo
configuration for use aboard Gerald

R. Ford-class aircraft carriers.
The Navy last conducted such a
An F/A-18E Super Hornet is halted by the barricade net attached to the Advanced Arresting Gear (AAG) test more than 23 years ago.
via extension pendants and held up by stanchions, on April 17, completing the second such test to The team hit another milestone
qualify AAG in the barricade configuration for use aboard Gerald R. Ford-class aircraft carriers. April 17 with the first barricade

tested by the NAWCAD SE Test and Evalu-
ation branch located at Patuxent River.
Once testing was completed, PMD
manufactured the adapters and delivered
them to the program office so they could be
validated through verification testing.
The adapters were delivered to the
Marines in November 2018, meeting the
U.S. Navy photo by MC2 Chandler Harrell

requested nine-month turnaround time.
“The support equipment team located at
Lakehurst played a critical role in the rapid
fielding of the GBU-49 weapon system to
support an urgent fleet capability gap for
our forward deployed Marines,” said John L.
Hyatt Jr., Naval Air Warfare Center Weap-
Chief Warrant Officer Jayson Callorina, right, inspects ordnance as Marine Corps Cpl. Joshua Cardile,
ons Division’s assistant program manager
left, and Cpl. Randle Lane, both assigned to the “Avengers” of Marine Fighter Attack Squadron
for logistics. “The timeline for this fielding
(VMFA) 211, load a guided bomb unit (GBU) 49 onto an F-35B Lightning II on the flight deck of Wasp-
was to be drastically accelerated as com-
class amphibious assault ship USS Essex (LHD 2).
pared to a normal acquisition program.
Integrated Logistics Support Data and erating procedures for loading had to be in “Without the efforts of the team, the
Technical Data documents. place, because you could have a perfect sys- program office would not have been able to
Logisticians leveraged legacy adapter tem but if it doesn’t say it’s authorized to be deliver this much needed critical capability
information to support accelerated fielding used for that specific weapon or platform, to the warfighter.”
of the equipment, Southard said. then it can’t be used,” Southard said. Written by Allison Murawski, public af-
“All our manuals and the standard op- In May 2018, the adapter prototype was fairs officer at NAWCAD Lakehurst.
arrestment of an F/A-18E Super Hornet, which weighed about and the Runway Arrested Landing Site (RALS)—and aboard
44,000 pounds and hit the barricade traveling at more than USS Gerald R. Ford (CVN 78). No at-sea barricade tests
112 knots. using the AAG installed aboard Ford are planned, although
With the barricade net attached to the AAG system via ship personnel as part of their standard training routinely
extension pendants and held up by stanchions, these tests practice rigging barricades for emergency situations.
replicated the approach of an aircraft for an arrestment aboard “We are pleased that AAG performed well in these first
the carrier’s flight deck. The tests allowed the Naval Air Systems barricade test events and the team should be proud of this
Command (NAVAIR) team to ensure effectiveness of the and all the milestones we’ve reached as we deliver this
emergency system and establish settings specific to each type/ revolutionary new technology to the fleet,” said Aircraft
model/series in the carrier air wing. Launch and Recovery Equipment Program Office Program
“There was a great deal of preparation and coordination Manager Capt. Ken Sterbenz.
involved to conduct the barricade testing and our busy To date, the AAG system installed at JCTS has conducted
team was able to pull it all together,” said Don Fonner, AAG more than 2,400 successful dead-load arrestments, with
test and evaluation lead. “While the barricade is only for engagement speeds exceeding 155 knots—or more than 178
emergency use when a normal arrestment cannot be made, miles per hour—and at weights of more than 78,000 pounds.
it’s still critical that AAG in the barricade configuration be At the RALS, the AAG system has successfully completed
qualified.” more than 1,400 manned aircraft traps, including all fleet
The AAG team will conduct a half dozen more such tests TMS aircraft. Meanwhile, the AAG installed aboard Ford has
in the coming months as they continue to work through a completed 747 manned aircraft arrestments.
comprehensive test plan to support the revolutionary new Written by Carrie Griffin Munn, Aircraft Launch and Recov-
system at the two land-based test sites in New Jersey—JCTS ery Equipment Program Office.
spring 2019 13
Navy Breaks Ground on MQ-25 Test Hangar
PATUXENT RIVER, Md.—The Navy with extended wings and one with folded August after we were authorized to proceed
broke ground April 16 on the hangar wings—as well as maintenance shops, a to the development phase was ask us to
that will house the integrated test team laboratory area and spaces for crew and deliver this capability as soon as possible,”
for the MQ-25A Stingray, slated to be the administration. It will come equipped with Dodge said. “So we need this hangar up
world’s first carrier-based unmanned an Unmanned Carrier Aviation Mission and we need the aircraft delivered so that
aircraft, at Naval Air Station Patuxent Control System control station to operate we can get these systems out onto aircraft
River, Maryland. the MQ-25A as it undergoes testing. carriers absolutely as soon as possible to
The MQ-25A will serve as an aerial Construction is set to be complete by meet our nation’s needs.”
tanker, extending the range of the carrier air the end of fiscal 2020. Written by Jeff Newman, staff writer for
wing while also freeing up F/A-18 Super Hor- “One of the things that the CNO did last Naval Aviation News.
nets—which currently conduct carrier-based
aerial refueling missions—to be dedicated to
their primary role as strike fighters.
Designated a Maritime Accelerated Ac-
quisition program, the Stingray is a priority
for the Navy “not only because of what
it provides, but what it allows our other
systems to do,” Unmanned Carrier Avia-
tion Deputy Program Manager Jeff Dodge
said during the groundbreaking ceremony.
“Getting this system out there with its
massively increased range, endurance and
payload, we will be able to use our strike
aircraft, our F/A-18s, to focus on that mis-
sion as opposed to the tanking mission.”
The hangar will include multiple bays
to accommodate up to four aircraft—three Artist rendering of the new facility.
First Woman Harrier Pilot to

Train on F-35B
YUMA, Ariz.—Marine Corps Capt. Kelsey
Casey stands in front of an AV-8B Harrier at
Marine Corps Air Station Yuma, Arizona,
in March. The only female AV-8B Harrier
pilot in the Marine Corps, Casey recently
deployed with Marine Attack Squadron 311
to the Middle East as part of Special Pur-
U.S. Marine Corps photo by Staff Sgt. Bryan Nygaard
pose Marine Air-Ground Task Force-Crisis

Response-Central Command. This rotation-
al deployment is one in which Marines sup-
port U.S. and allied operations within U.S.
Central Command’s area of responsibility,
most notably coalition operations against
ISIS and other terrorist organizations. After
her deployment, Casey will begin training
on the F-35B Lightning II.

Blue Blasters Hornet Sundown Ceremony Marks the End of an Era
VIRGINIA BEACH, Va.—Strike Fighter these jets have been around for a long years,” he said. “I believe there are many
Squadron (VFA) 34 hosted a sundown time and the professionals you see all aviators out there who know how good
ceremony and flyover for the legacy F/A- around you in this squadron maintained of an airplane this is to fly. Although I’ve
18C Hornet aircraft Feb. 1 at Naval Air our Hornets and kept them flying. I only had a taste of it, I can feel the his-
Station Oceana in Virginia Beach. thank God for the mindset of my Sailors. tory and lineage of that. There were a lot
Active duty service members, aviation They are hard-workers, dedicated, and of people who came here to this base to
leadership, local media and visitors were in they truly are a reflection of the culture see this old bird take her last flight, and I
attendance to commemorate the aircraft’s of our squadron. This final flight means think that’s pretty cool.”
35 years of active service in the fleet. we and the legacy Hornets have accom- The Blue Blasters are replacing the
“Today our VFA-34 family bids fare- plished the mission.” legacy Hornet with the F/A-18E Super Hor-
well to an old friend,” said Cmdr. Wil- Lt. Frank McGurk—who piloted one net, which is capable of executing the same
liam Mathis, VFA-34’s Commanding Of- of the three Hornets that were part of the missions as the Hornet, but with significant
ficer. “Born more than 40 years ago, the ceremony alongside Mathis and VFA-34 advancements in mission systems that
Hornet entered operational service for Operations Officer Lt. Cmdr. Benjamin dramatically enhance its effectiveness.
the U.S. Navy in 1984, and for the next Orloff—shared some details of the his- “The Hornet is known as many
35 years she proudly served the nation toric experience. things,” Mathis said. “Legacy, highly
from the flight deck of aircraft carriers in “We went out to one of our working reliable, multi-role attack fighter … but
all the seas across the globe.” areas over the ocean about 80 to 100 to us, she will always be an old friend.
The “Blue Blasters” of VFA-34 were miles out,” McGurk said. “From there, we The Hornet will continue to serve with
the last squadron in the Navy flying the left the area and flew northbound along the Marine Corps and Navy support
Hornet, most recently joining USS Carl the coast up past the [Wright Broth- units but for the operational Navy, it is
Vinson (CVN 70) last year to conduct ers] First Flight Memorial around Kitty time to say goodbye. So, from the men
patrols in the South China Sea. Hawk, North Carolina, where we took a and women who flew and maintained the
“First, it’s a great feeling being the few photos over the area, then made our legendary F-18 Hornet, we say thank you
last squadron to take these Hornets into way back to Oceana for the flyover.” for your service and job well done.”
combat because we made history,” said McGurk also spoke on how he felt Written by Mass Communication
Master Chief Gene Garland, command regarding the Hornet’s last flight. Specialist 2nd Class K.R. Jackson-Smith,
master chief of VFA-34. “Secondly, this “This aircraft has been super reli- Commander, Naval Air Forces Atlantic
represents the ending of an era because able for us and has proven itself over the Public Affairs.
U.S. Navy photo by MC2 K.R. Jackson-Smith
Pilots from Strike Fighter Squadron (VFA) 34 prepare to fly the F/A-18 Hornet for the final time.
spring 2019 15
Contract Award Signals End
of H-1 Production
U.S. Marine Corps photo by Gunnery Sgt. Ricardo A. Gomez
PATUXENT RIVER, Md.—With a $439.6 million contract

award, the development of H-1 helicopters is coming to an
end for the U.S. military.
The Department of the Navy awarded Bell Helicopter on Jan.
18 a modification to a previously awarded, fixed-price-incentive “The way integrated information is presented to the pilot
contract to build 25 new AH-1Z Viper attack helicopters for the through the glass cockpit and helmet-mounted display, along
Marine Corps. with the new state-of-the-art sensor, makes it much easier to
The modification, known as Lot 16, is the final contract for find and prosecute targets. Plus, it has much more power and it’s
the AH-1Z. Upon delivery, the Marine Corps will have 189 more maneuverable. I really enjoyed flying it,” he said.
Vipers in the fleet. The first AH-1Zs were delivered in 2005 and While the AH-1Z has more avionics, Walsh deemed it a
declared combat ready in 2010. much easier aircraft to maintain. An additional advantage to
The first AH-1 Cobras were developed in the 1960s when the AH-1Z is that it is 85-percent interchangeable with its sister
ground forces in Vietnam needed fire support from the air. Bell aircraft, the UH-1Y Venom. The final production-era Venom
used the same rotor system and engine as the UH-1—or Huey— was delivered in April 2018 to Marine Light Attack Helicopter
to design the “HueyCobra.” The aircraft was given an “A” for Squadron 469 in Camp Pendleton, California.
attack and considered a variant of the H-1 line, resulting in the Although production of H-1s is coming to an end for the
designation of AH-1G. The Cobra took to flight over Vietnam in military, the work is far from over for the program office.
1967. “We are transitioning to sustainment,” Walsh said. “I see the
The current AH-1Z is a twin-engine helicopter and the only program office evolving from a large production team to modi-
attack helicopter with fully integrated air-to-air missile capabil- fication and sustainment teams focused on keeping the Zulu
ity in the world. The aircraft also features upgraded avionics, ready and lethal for decades to come.”
weapons and communication systems. In the future, as Marine Corps headquarters identifies ad-
“The production of the Zulu is winding down, but there is ditional needed capabilities, the program office will work with
more work ahead,” said Col. David Walsh, Marine Light Attack industry partners to bring those capabilities to the fleet.
Helicopters program manager. Written by Joy Shrum, Marine Light Attack Helicopters Pro-
The first AH-1Zs from Lot 16 are expected to roll off the program Office communications.
duction line in 2021, with final delivery to the Marines sched-
uled for 2022. In the future, all the aircraft will be upgraded to
include an improved interoperability system.
“It’s a digital interoperability system that shares information
between aircraft,” Walsh said. “We’ll continue to add capabili-
U.S. Navy photo by MC1 Joseph M. Buliavac
ties over the next 20 years. It’s a continuous cycle of upgrading

capabilities.”
At the cost of about $30 million per aircraft, the AH-1Zs are
replacing the aging AH-1W SuperCobras. Walsh said the Viper
takes a big bite out of the SuperCobra when it comes to perfor-
mance.
“It’s faster, carries more weight, holds more weapons and
brings much more warfighting capability,” he said. An AH-1Z Viper attack helicopter provides air support to the Arleigh
Some time has passed since Walsh was in the cockpit, but he Burke-class guided-missile destroyer USS Hopper (DDG 70) during a
was impressed when he was behind the controls. simulated straits transit.

DoN Shore Sailor of the Year
Promoted to Chief Petty Officer
PATUXENT RIVER, Md.—Less than two months after be-
ing named 2018 Shore Sailor of the Year (SOY), chief petty
officer Sindy Johnson received her chief’s pin from her four
children during a May 16 ceremony at the Navy Memorial in
Washington.
Johnson was first selected as SOY at Fleet Readiness
Center Southwest (FRCSW), where she serves as a logistics
specialist, before going on to compete against Sailors world-
wide for the top honor.
“To be the one that received this award was a great honor
and a great validation for myself, because if I ever doubted
that I could achieve anything, this was a validation that I
could achieve anything I set myself to,” Johnson said after
winning Shore SOY.
A living embodiment of the American Dream, Johnson
moved from her native Nicaragua to the U.S. when she was
15 and joined the Navy at 17.
“Living in Nicaragua, I remember sitting at a table and
thinking that I wanted to be part of that [U.S.] Navy, part of
that country,” she said. “I serve this country and do my job
and help Sailors because it’s an honor to put this uniform
on every day. It’s an honor to say I’m in the United States
Navy.”
One of four 2018 SOYs meritoriously advanced to chief
petty officer during the ceremony, Johnson also received a
nominating certificate from Vice Chief of Naval Operations
Adm. Bill Moran, who served as guest speaker.
Moran told the newly pinned chief petty officers they are
now part of an elite cadre.
“Be confident without arrogance, humble without
being shy, tough when you have to be, and empathetic
when you need to be,” Moran said. “If you do that, you
are essentially following the Chief Petty Officer Creed.”
Johnson has already taken a leadership role in FRC-
SW—she is serving as acting chief petty officer for the
administration department and is in charge of the fleet’s
training schedule.
“I always remember why I am doing this. I know that I
put this uniform on with pride, because not a lot of people
get to serve in the United States Navy,” she said. “And I am
fortunate enough that I can serve in the Navy and give it my
U.S. Navy photo by Kevin Freenor
best. I think that just my personality, and my work ethic,

and my pride in my country has led me to this. And that’s
not talking about all the mentors, and all the Sailors, and all
the support I’ve had in the military. That also has been a big
part of why I am here today.”
From Commander, Fleet Readiness Center Public Affairs.
spring 2019 17
SEA-AIR-SPACE UPDATE
Naval Air Systems Command program executive officers and program managers briefed
industry and media attendees May 6-8 at the 54th-annual Sea-Air-Space (SAS) Exposition,
the largest maritime expo in the U.S. Featured programs included unmanned aviation, rotary
systems, additive manufacturing and weapons.
Panel Discusses Naval Aviation’s Future at Sea-Air-Space Expo
By Jeff Newman
U
nmanned aircraft systems, or UAS,
were a common theme during a
May 6 “Future of Aviation” panel
discussion featuring three Navy, Marine
Corps and Coast Guard leaders at the 2019
Sea-Air-Space Expo.
The Navy’s unmanned portfolio is
rapidly expanding, and will soon include
the world’s first carrier-based UAS, the
MQ-25A Stingray. But unlocking the full
Photo courtesy of Grumman Corporation
potential of these systems requires that

they communicate with and work along-
side their fellow manned aircraft in the
carrier air wing.
“The future air wing is going to be le-
thal, survivable, networked, sustainable,
and increasingly we have to benefit from
MQ-4C Triton manned-and-unmanned teaming,” said
Angie Knappenberger, deputy director of
Air Warfare in the Office of the Chief of
Naval Operations.
Knappenberger noted that there
are certain mission sets that might be
adequately performed by autonomous
aircraft, but that for complex warfight-
ing scenarios, it’s best to “leverage some
of that autonomy but still be in the loop
with a manned system.”
To that end, the Navy has success-
fully tested scenarios
US Navy photo by Erik Hildebrandt
MQ-25A
P-8A Poseidon Stingray

where the MQ-8C Fire Scout rotary UAS need to balance exactly how far we want “It’s a game changer, shore and afloat,”
seeks out targets for the MH-60 Seahawk this thing to go, because the strength of he said.
manned helicopter. Knappenberger said any unmanned system is the persistence Rudder also touched on the Future
the pairing is being reinforced by having that it applies. We could have a very ca- Vertical Lift (FVL) program, noting that
MH-60 crews follow up their squadron pable platform with very low persistence, the Marine Corps would prefer its H-1
tours with stints learning how to operate but we’d like to balance persistence with helicopter replacement to be a tiltrotor
the Fire Scout. the systems it has on there.” aircraft that could easily pair with the
“You learn the business of both,” she Meanwhile, the results since USCGC MV-22B Osprey.
said. “You understand the mission set Stratton first deployed with the ScanEagle, “We need something that can keep up
better. You understand exactly how these a small reconnaissance UAS, in 2017—the with the V-22,” he said.
two aircraft operate both independently seizure of more than 18 metric tons of Rudder also expressed excitement
and together.” cocaine across four deployments—have over the planned deployment of Marine
Knappenberger said the same philoso- opened “a whole different paradigm for Corps F-35B Lightning IIs aboard HMS
phy will be applied to a second Navy us,” said Vice Adm. Daniel Abel, the Queen Elizabeth (R08) during the new
manned-unmanned teaming, the MQ- Coast Guard’s Deputy Commandant for British carrier’s first operational tour.
4C Triton and P-8A Poseidon. Operations. “It’s going to be a wonderful, new way,
Though the Marine Corps already In June 2018, the Coast Guard and I would offer, potentially, a new norm
makes extensive use of small-to-medi- awarded a contract to the ScanEagle’s of doing coalition combined allied opera-
um-size UAS, the service wants a large, manufacturer to provide the UAS for all tions in a maritime environment,” he said.
unmanned rotary-wing platform that national security cutters. In addition, As for the Navy’s ultimate replace-
can land and take off from amphibi- the Coast Guard is also exploring using ment for the F/A-18E/F Super Hornet,
ous ships, said Lt. Gen. Steven Rudder, the ScanEagle ashore, having completed the service just finished its analysis of
Marine Corps Deputy Commandant for a proof-of-concept in Puerto Rico and alternatives for the Next Generation
Aviation. completing shore-based operations with Air Dominance program, with results
While the future Marine Air-Ground the ScanEagle at the Texas-Mexico border, expected back later this year, Knappen-
Task Force (MAGTF) Unmanned Expedi- Abel said. berger said.
tionary system, or MUX, is still a little way
off, Rudder said he hopes the system will
be ready for early operational capability
by 2026. In the meantime, the service has
narrowed down on the primary mission it
would like MUX to perform.
“What has risen to the top of the list
is early warning, to be able to get out and
process information for the maritime The small unmanned
force,” Rudder said. “We are beginning aerial system
to prioritize what we want the system to ScanEagle sits ready
do, and we believe that system will need for deployment on
to create a network of early warning, Coast Guard Cutter
[intelligence, surveillance and reconnais- Stratton’s (WMSL 752)
sance], and [signals intelligence]. We also flight deck.
U.S. Coast Guard photo by Lt. Brian Dykens
Boeing
Photo courtesy of
“The future air wing is going to be lethal, survivable, networked, sustainable and
increasingly we have to benefit from manned-and-unmanned teaming.”
—Angie Knappenberger, Deputy Director of Air Warfare, Office of the Chief of Naval Operations.
SPRING 2019 19
Naval Aviation Leaders Brief Rotary, Unmanned Platforms at Sea-Air-Space Expo
The program executive officers heading up the Navy’s why I say that is I know where the aircraft took off from and
air anti-submarine, assault and special mission plat- where they landed every day, and it was where they were
forms as well as its unmanned and strike weapons supposed to,” Masiello said. “The feedback, if you look at the
programs briefed industry and media members on gripes or things that you would write up when you’re flying
on the aircraft, it’s relatively positive, so I see no reason to
their recent accomplishments and future milestones
question where we’re going on that program.”
May 6 at the 2019 Sea-Air-Space Expo.
In response to questions after his briefing, Masiello said the
A
decision on whether the next presidential helicopter, the Heavy Lift Helicopters Program is addressing technical issues
VH-92A, can move into production is slated for the end discovered on the CH-53K King Stallion last summer dur-
of this month, said Maj. Gen. Gregory L. Masiello, Pro- ing flight testing at Patuxent River. In addition, the program
gram Executive Officer for Air Anti-Submarine Warfare, Assault has sent one King Stallion to Marine Corps Air Station New
& Special Mission Programs. River, North Carolina, so that the Marines there can learn as
Masiello said the program is scheduled for its Milestone much about the aircraft as possible prior to its first deploy-
C decision on May 30, and that it expects favorable results ment.
from a recently completed early operational assessment “We’ve handed it over to the Marines, not to fly it, but to
in which test pilots flew two VH-92As every other day for basically take it apart and verify all the maintenance manuals
about a month out of Naval Air Station Patuxent River, and procedures,” Masiello said.
Maryland. The Marines largely disassembled the aircraft, put it back
“I believe that things went reasonably well, and the reason together and provided feedback on everything from tools and
U.S. Marine Corps photo by Sgt. Hunter Helis
Marine Helicopter Squadron (HMX) 1 conducts test flights of the new VH-92A helicopter over the South Lawn of the White House.

A CH-53K King
Stallion during flight
testing at Naval Air
Station Patuxent
River, Md.
U.S. Navy photo by Erik Hildebrandt

procedures to access panels
and handholds.
“Things that, normally,
we would field an aircraft
and send it out on its first
deployment, and then we’d
get feedback from the fleet
and go, why didn’t we catch
Photo courtesy of Boeing

this in operational test, or
why didn’t developmental test
get it?” Masiello said. “In this
case, I think we’re applying
those lessons learned. We’re giving it to the fleet upfront and The MQ-25 Stingray will soon begin flight testing at MidAmerica
early and feeding that information in.” St. Louis Airport, a small regional airport next to Scott Air Force Base
Meanwhile, the first flight of the unmanned MQ-25A Sting- in rural Illinois.
ray is expected soon following the April 28 transfer of the test
vehicle from Boeing’s facility near St. Louis to a nearby regional speculate on which of those carriers will deploy with the Sting-
airport, said Rear Adm. Brian Corey, Program Executive Offi- ray first, he added.
cer for Unmanned Aviation and Strike Weapons (PEO(U&W)). “If we are as successful as we intend to be, and the Navy
“The team is working through the software checks and the keeps its focus on ‘as soon as I have it, I want to use it,’ then
clearance with the [Federal Aviation Administration] and the we’ll go over the horizon as soon as we’re ready,” Corey said.
[Federal Communications Commission] to make sure when we Corey said a relatively new initiative undertaken by
operate the aircraft we operate it safely and we bring her home,” PEO(U&W)—in partnership with the Marines as well as the
he said. Army and Air Force—is how to counter the growing threat of
“CNO has made it clear that he wants us to achieve IOC as adversary unmanned aircraft systems (UAS).
soon as possible,” Corey said. “We’ve been doing [UAS] for a long time; however, it’s a
The Navy is modifying four of its carriers to be able to pretty tough problem,” he said. “Much like the [improvised
integrate the MQ-25A into its air wings, but it is too soon to explosive device] threat, it is an adaptable problem.”
SPRING 2019 21
U.S. Navy photo
The Naval Air Warfare Center Weapons Division team achieved initial operating capability of the BATWING antenna in just four months.
Weapons Division Bringing Speed to the Fleet

A youthful workforce is contributing to a cultural refresh at Naval Air Warfare Center Weapons Division (NAWCWD)
with an emphasis on speed and efficiency in delivering new capabilities to the fleet.
W
ith $1.7 billion in new orders in terms of being able to respond rapidly in hours and days instead of weeks and
in fiscal 2018 and a third of to needs because of that thinking.” months,” she said.
its 6,000-member civilian Johnson briefed several recent speed- Johnson also credited empowerment
workforce hired in the previous five to-fleet projects undertaken by NAWC- from leadership and, after overcoming
years, the division has experienced WD, including the BATWING antenna, some initial angst, a willingness by the
tremendous growth, NAWCWD which increases the range of the ALQ-99 BATWING team to assume risk.
Executive Director Joan Johnson said Tactical Jamming System installed on “It’s the risk to the warfighter [that
May 8 at the 2019 Sea-Air-Space Expo. EA-18G Growlers, Johnson said. matters]. If the warfighter doesn’t have
In addition, more than half of that Given a two-year project schedule in this, we have put them in a disadvanta-
workforce has 10 years or less of experi- 2017, the team was able to achieve initial geous point,” she said. “When the mind-
ence, so they “are basically digital natives operating capability in just four months. set shifts from think about risk to the
who think different, solve problems The use of 3-D printers “was impor- warfighter and not risk to my schedule,
differently and move with the speed of tant in speeding up our lead-up time to you get very different outcomes from a
technology,” Johnson said. “And we’re initial flight test, because it enabled us team.”
seeing really positive changes, especially to turn variations of the design around NAWCWD is also developing a

“It’s the risk to the warfighter [that matters]. If the warfighter doesn’t have this,
we have put them in a disadvantageous point,” she said. “When the mindset
shifts from think about risk to the warfighter and not risk to my schedule, you
get very different outcomes from a team.”
—Joan Johnson, NAWCWD Executive Director
multi-agent trajectory planner (MTP) that arrival with winds of up to 25 knots, no want to apply it, because we see many,
combines two numerical techniques into communication between vehicles during many applications and that’s the feedback
a “one-of-a-kind algorithm,” Johnson said. flight, and very limited velocity control, we’re getting from our sponsors,” she
“We’ve seen a lot of trajectory plan- Johnson said. added.
ners that can do obstacle avoidance and Utilizing four TigerShark unmanned Johnson said NAWCWD has also
other types of things, but they haven’t aerial systems (UAS), the demonstration shaved two years off the original plan to
taken into account the actual aerocharac- exceeded all objectives, with all agents develop a 21-inch rocket motor by build-
teristics of the agents that have to fly it,” arriving within 250 milliseconds of each ing and demonstrating the first three
Johnson said. “Because it’s a very flexible, other, “so we consider that a success,” prototypes in-house.
rigorous framework, we can optimize she said. “In order to outpace our adversar-
trajectories for coordinated time of ar- The MTP has myriad applications ies, we need longer legs,” Johnson said.
rival.” in addition to weapons and UAS, and “We’re able to accelerate capability
What began as a research project NAWCWD is exploring how to leverage delivery in this case by doing the low-
resulted in a demonstration at a Yuma, the algorithm for future autonomous rate production and the prototyping
Arizona, range with an objective—set by systems, Johnson said. in-house.”
the Defense Advanced Research Projects “What we’re trying to do is build Jeff Newman is a staff writer for Naval
Agency—to achieve coordinated time-of- something that’s agnostic to how you Aviation News.
U.S. Navy photo
A Standard Missile-6 (SM-6) launches during

a live-fire test. Integration of the NAWCWD
U.S. Navy photo
designed 21-inch rocket motor will greatly

accelerate fielding of a longer range SM-6
at lower cost than traditional acquisition
TigerShark unmanned aerial vehicle. approaches.
SPRING 2019 23
By Jeff Newman
Utilizing a rigorous Root Cause

Corrective Action (RCCA) analy-
sis process to eliminate contam-
inated breathing gas as a cause
of the physiological episodes
(PEs) being experienced by
F/A-18 and T-45 pilots, the two
teams tasked with investigat-
ing the issue continue to narrow
down the list of possible factors.
ach RCCA Core team—one for

F/A-18 Hornet and Super Hor-
net and EA-18G Growler jets,
another for the T-45 Goshawk
training jet—determined last fall that
the quality of pilots’ onboard oxygen
was unaffected by asphyxiates, carbon
monoxide and external or internal
contaminants, such as fuel vapor or
pyrolysis byproducts, respectively.
“We are happy to see that
contamination has been ruled out and
that all Navy aircraft are delivering clean
air to our aviators,” said Rear Adm.
Fredrick Luchtman, Navy lead for the
Physiological Episodes Action Team.
“We still have work to do, especially with
the Hornets and Growlers—we need to
ensure oxygen is being delivered at the
right concentration and pressure, and that
cockpit pressure stability is continually
improving. And just as important, we
are working on improving the process of
treating aviators who have experienced
physiological events so we can make sure

they are healthy and can get back in the gun’ that will be found as a result of the in- impossible for you to get hypoxic at those
aircraft.” vestigation,” Salamon said. “However, we altitudes…other than a condition that
The T-45 team reached its conclusion have identified multiple contributors that affects your ability to exchange gases.”
in September, with the F/A-18 team fol- are being aggressively worked through the But following seven years of data col-
lowing in October, after a joint 16-month [F/A-18 program] with near-term correc- lection where compounds other than oxy-
effort that saw 21,000 samples taken tive actions.” gen in OBOGS-generated breathing air
across 11 sites from pilots’ breathing gas, The T-45 team has closed more than were consistently measured in the parts
ground sampling and blood analysis. In 90 percent of the nearly 350 branches on per billion—levels so low as to be func-
total, roughly 1,800 compounds were its RCCA “fault tree,” 50 of which were tionally nonexistent—the RCCA teams
evaluated by an independent panel of related to contamination, team lead Ann determined contamination could safely be
toxicologists and multi-disciplinary panel Dickens said. The team is now focusing ruled out as a root cause of PEs.
of aeromedical professionals, who deter- on optimal breathing pressure and oxygen “We’ve done challenge testing in the
mined that none of the compounds played concentration as potential factors. labs with aircraft equipment that shows
a role in PEs. The notion that PEs could be caused it is nearly impossible to force anything
“The Naval Aviation Enterprise took by contaminants infiltrating the aircraft’s other than oxygen through the OBOGS,”
this very seriously and went through a Onboard Oxygen Generation System Salamon said. “Most importantly, the
rigorous process featuring an independent (OBOGS) was an early assumption made symptomatology of PEs does not match
review by doctors, physiologists and toxi- in the absence of alternative explanations. exposure to any type of contaminant.
cologists that determined definitively that “Contamination was an explanation “We’ve gotten smarter, and now we
understand there are other things that
could be happening that manifest as
those symptoms, but it’s not exposure to
contaminants.”
Some other potential factors have also
been ruled out—such as electromag-
contamination is not the cause of PE,” said for people getting sick in the aircraft netic exposure—while others have been
Capt. Todd St. Laurent, program manager when we couldn’t explain it very well,” determined to play a role in F/A-18 PEs,
of the Naval Undergraduate Flight Train- Salamon said. “We had people experi- including maintenance-related issues.
ing Systems Program Office. encing hypoxia-like symptoms at alti- Jeff Newman is a staff writer for Naval
The RCCA teams include Naval Air Sys- tudes below 10,000 feet, and it’s nearly Aviation News.
tems Command (NAVAIR) engineers along
with instructor pilots, independent doctors
and scientists, along with support from doz-
ens of other subject matter experts.
The F/A-18 team is now focused on two
potential factors, one being the main-
taining of cabin stability by preventing
unexpected pressure fluctuations that
have been correlated with PE events but
not yet shown to be a causal factor, said
Don Salamon, deputy assistant program
manager for system engineering for the
U.S. Navy photo by Adam Skoczylas
F/A-18 and EA-18G Program Office.

The second focus is on breathing
dynamics and factors that can impact
gas exchange during respiration, such as
hyper/hypocapnia, hypoxic hypoxia, work
of breathing, and adsorption/acceleration
atelectasis. Ed Gassie, assistant program manager for engineering, right, observes as John Krohn, a Naval Air
“There is likely no single ‘smoking Warfare Center Aircraft Division engineer, collects samples from a T-45 Goshawk.
spring 2019 25
By Katherine Mapp
A Navy team is developing a

solution to detect the symptoms
of rapid pressure fluctuations in
military jets, moving the Navy
closer to preventing physiological
events (PEs) in military aircraft.
aval Surface Warfare Center

Panama City Division’s
(NSWC PCD) Fluctuating
Altitude Simulation Tech-
nology (FAST) team recently delivered
an aircraft cabin simulator system to
the Navy Experimental Diving Unit
(NEDU) to conduct human subject
research. The FAST system replicates
the rapid cockpit pressure fluctuations
observed in F/A-18 Hornets and Super
Hornets and EA-18G Growlers.
“The purpose of the FAST system is
to characterize the symptoms associ-
ated with rapid pressure fluctuation and
determine what symptoms may be most
closely associated with PEs,” said Navy
research psychologist Lt. Jenna Jewell.
“This information allows us to con-
duct future research that can be more
targeted, including focusing on specific
symptoms and adding in factors present
in the cockpit.”
U.S. Navy photos by Anthony Powers
Aircrews experience PEs when there

is both a known or a suspected aircraft
or aircrew systems malfunction and a
loss in performance related to insuf-
ficient oxygen delivery, alterations
in breathing dynamics, unexpected
Research physiologist Lt. Travis Doggett, center, directs aircrew via radio during simulated flight pressure phenomenon or other human
in the Fluctuating Altitude Simulation Technology (FAST) system Jan. 14 at the Navy Experimental factors.
Diving Unit (NEDU). Research “flights” were conducted at

NEDU from November 2018 to January
2019 to simulate the rapid cabin pres-
sure fluctuations aviators experience
during flights in a controlled environ-
ment. Medical researchers were then
able to investigate whether there are
physiological or neurocognitive impacts
resulting from the fluctuating pressure.
The team began with a commercial
off-the-shelf double occupancy altitude
chamber to simulate the cockpit
environment and then modified the
features to install a control system,
develop algorithms and program the
NSWC PCD-designed chamber software
to meet mission requirements, explained
Brian Toole, the team’s project manager.
According to NEDU research physi-
ologist Lt. Travis Doggett, the FAST
study is moving the Navy one step
closer to solving critical safety concerns.
“This study is the first-of-its-kind hu-
man subject research investigating PEs
plaguing naval aviators by replicating Research psychologists Lt. Jenna Jewell and Lt. Travis Doggett monitor aircrew vitals during flight
the cabin pressure fluctuations observed patterns in the FAST system Jan. 14 at the NEDU. The system was developed and built by Naval
in the fleet. It is also the first-ever study Surface Warfare Center Panama City Division.
to investigate and identify the physi-
ological responses and symptomology tive exam. They then enter the FAST 2017 to delivering a fully functional
associated with rapid cabin pressure chamber and fly one of three predeter- system to NEDU in May 2018.
fluctuations at altitude,” Doggett said. mined flight patterns. During the flight, “Our team at NEDU knew what we
“The FAST system, coupled with participants’ vital statistics are tracked wanted to accomplish at the end. We
the manned testing, will provide constantly, and a Doppler ultrasound had an idea of the question we wanted
Navy leadership vital information test is conducted at four different occa- to answer but did not have anything
needed to help solve the Chief of Naval sions to determine if venous gas bubbles in terms of how to actually make it
Operation’s No. 1 aviation safety are present in each participant’s heart. happen,” Jewell said. “The partnership
concern—impacting the Navy’s ability In addition, retinal function is tested between NEDU and NSWC PCD is
to operate safely in the airspace of mid-flight. how we got to a solution. For all of this
its choosing, without physiological After the flight, participants undergo to come to fruition within 14 months
hindrance,” Doggett added. the same pre-flight testing to see if there of beginning—and now we have a new
are any changes in their physiological system that [the Naval Air Systems
How it works or neurocognitive performance after the Command] is going to continue relying
Before a simulated flight, participants rapid pressure fluctuations they experi- on to use in the future—is huge for us.”
undergo a general medical evaluation enced during the simulated flight. Katherine Mapp is with Naval Sur-
to determine their inner ear function, The FAST team went from refining face Warfare Center Panama City Public
retinal tracking and a neurocogni- conceptual requirements in November Affairs.
spring 2019 27
Navy Declares F-35C
MISSION
READY
By Lt. Cmdr. Lydia E. Bock
The Navy announced the F-35C

Lightning II had achieved initial
operational capability (IOC) Feb. 28.
This announcement came shortly
after the “Argonauts” of Strike Fighter
Squadron (VFA) 147 completed
carrier qualifications aboard USS
Carl Vinson (CVN 70), making them
the Navy’s first operational F-35C
squadron.

“T
he F-35C is ready for operations, ready for combat and ready to win,”
said Commander, Naval Air Forces, Vice Adm. DeWolfe Miller III.
“With its cutting-edge stealth technology, we have an incredible weapon
in our arsenal that, up until now, has never before been available from
the sea. Our F-35Cs are ready to deploy alongside our combat-proven Super Hor-
nets, ushering in the future of carrier aviation.”
A significant milestone on the road to achieving full warfighting capability for
the F-35C, declaring IOC means that the first operational squadron is properly
manned, trained and equipped with qualified personnel to implement autonomous
maintenance and safety programs to conduct assigned missions in support of fleet
operations.
“We’re extremely proud of what our Sailors have accomplished in the F-35C com-
munity,” said Capt. Max McCoy, Commodore, Joint Strike Fighter Wing (CJSFW).
“Their commitment to this mission delivered fifth-generation capability to the carri-
er air wing, making us more lethal and more survivable than ever. We shall continue
to refine ways to maintain and sustain F-35C as we prepare for first deployment.”
“While IOC declaration is a big milestone for the F-35C, it is, more impor-
tantly, one step closer for the Navy as we drive toward our ultimate goal
of fully integrating the F-35C in the fleet. Our sights are set on the first
operational deployment for this tremendous asset.”
VFA-147, along with CJSFW and VFA-125—the F-35C fleet replacement squad-
ron—are based at Naval Air Station (NAS) Lemoore, California. All fleet operations
will be single-sited at NAS Lemoore making it the focal point for Navy F-35Cs and
the only air station where both fourth- and fifth-generation squadrons are co-located.
First Deployment Scheduled for 2021

“The F-35C will revolutionize capability and operating concepts of Naval Aviation,
using advanced technologies to find, fix and assess threats and, if necessary, track,
target and engage them with lethal results in all contested environments,” said Rear
Adm. Dale Horan, Director, F-35C Fleet Integration Office. “This accomplishment
represents years of hard work on the part of the F-35 Program Office and Naval
Aviation Enterprise. Our focus has now shifted to applying lessons learned from
this process to future squadron transitions, and preparing VFA-147 for their first
scheduled deployment in 2021.”
The mission-ready F-35C is the latest addition to the carrier air wing.
“While IOC declaration is a big milestone for the F-35C, it is, more importantly,
one step closer for the Navy as we drive toward our ultimate goal of fully integrat-
ing the F-35C in the fleet,” Miller said. “Our sights are set on the first operational
U.S. Navy photo by MC Chief Shannon E. Renfroe
deployment for this tremendous asset. However, that is not an overnight accom-
plishment. Bringing the F-35C to our carrier team is the result of coordination and
integration on all levels. The addition of this asset brings an entirely new suite of
An F-35C Lightning II attached to
capabilities to the fight, one in which the Navy team will be well-situated to fly, fight
the “Argonauts” of Strike Fighter
and win.”
Squadron (VFA) 147 completes a
Lt. Cmdr. Lydia E. Bock is the public affairs officer for Commander, Joint Strike
flight over Eglin Air Force Base in
Fighter Wing.
Fort Walton Beach, Fla.
spring 2019 29
F-35C aircraft assigned to the “Argonauts” of Strike Fighter Squadron (VFA) 147 sit on the flight line at Naval Air Station (NAS) Lemoore, Calif.
‘Argonauts’ Complete Tran

U.S. Navy photo by MC2 Manuel Tiscareno
D
By Commander, Joint Strike uring their seven-month deploy- of their time aboard Nimitz, with some
Fighter Wing Public Affairs. ment, the Argonauts flew almost Sailors leaving the ship early to begin
3,300 hours as part of Carrier maintenance training at the Academic
When Strike Fighter Squad- Air Wing (CVW) 11, with nearly Training Center (ATC) at Eglin Air
ron (VFA) 147 wrapped up 2,200 of those hours in support of Op- Force Base (AFB), Florida.
eration Inherent Resolve. Upon the squadron’s return to Naval
its 2017 combat deployment An average week for the squadron Air Station (NAS) Lemoore, California
aboard USS Nimitz (CVN 68), meant roughly six aircraft launches on in December 2017, the Argonauts
six-hour-minimum missions, six days began a full-speed transition to the
the “Argonauts” knew they a week for more than three consecutive Lightning II. Within a week, they had
were rolling right into the months. Thoroughly engaged in com- begun the roughly 10-month process of
pleting their F/A-18E combat operations, distributing their 12 single-seat Super
task of transitioning from
the Argonauts could not shift their focus Hornets to the fleet, with students
their battle-tested F/A-18E to the F-35C until they had departed 5th arriving in classrooms beginning in the
Super Hornets to the Navy’s Fleet. first week of January.
The Navy chose VFA-147 as the first “Since we returned from deploy-
new strike fighter, the F-35C operational F-35C squadron because of ment in December 2017, our team has
Lightning II. its projected operations with regard to been driving toward fully bringing this
deployments, maintenance and existing platform online for the Navy,” VFA-147
Super Hornet assets. Their transition to Commanding Officer Cmdr. Patrick
the F-35C actually began toward the end Corrigan said. “During the first few

Two F-35C aircraft attached to VFA-147 fly in formation.
sition to F-35C Lightning II

months of transition at the beginning While Sailors were continuing to

of 2018, we were really a dual-hatted cycle through the ATC, the last F/A-18E
squadron. We had Sailors and pilots go- transferred from VFA-147 in April 2018, “During the first few months
ing between Lemoore and Eglin, train- the same month Argonaut pilots began
ing on the F-35C while still maintaining flying the F-35C. Up to that point, of transition at the beginning
F/A-18E qualifications. Senior leader- aircrew had been training in one of four
ship, LPOs and first-class petty officers state-of-the-art simulators at the Pilot of 2018, we were really a
were in school as soon as possible to get Training Center at NAS Lemoore, where
necessary F-35C qualifications, leaving they were exposed to and rehearsed dual-hatted squadron. We
junior Sailors to manage the transfer of every conceivable situation from
the Super Hornets to the other com- basic take-offs and landings to minor had Sailors and pilots going
mands. It was a demanding scenario for emergency procedures and worst-case
every member of our team.” scenarios.
between Lemoore and Eglin,
Pilots began ground school in the
spring of 2018 as the pool of F-35C
Aircrew were also fit for gear at the
Pilot Fit Facility (PFF) at Eglin AFB.
training on the F-35C while
maintainers and aircraft continued to Several F-35C facilities have since still maintaining F/A-18E
increase. Meanwhile, as the number of opened at NAS Lemoore, including a
Super Hornet maintainers diminished PFF, a centralized engine repair facility qualifications.”
faster than the number of aircraft on and the remodeled Hangar 5, which
the books, workdays lengthened to meet houses VFA-147 as well as VFA-125,
maintenance requirements. which was reactivated in January 2017
spring 2019 31
One of the F-35C aircraft
assigned to the Argonauts
completes a flight over
Eglin Air Force Base, Calif.
as the F-35C fleet replacement squadron. squadron, the Argonauts could focus on maintenance and safety programs
Sailors will continue receiving F-35C the final step in their transition to the in support of fleet operations. All
maintenance training and instruction F-35C—achieving its Safe-For-Flight transitioning squadrons are required to
at the ATC at Eglin AFB, as there is no Operations Certification (SFFOC), complete a SFFOC prior to independently
plan to build one at NAS Lemoore. which ensures the squadron has enough conducting flight operations.
Once the last Super Hornet left the qualified personnel to implement Encompassing areas such as equip-
ment, personnel and programs, the
SFFOC requires a squadron to be in
physical custody of at least 30 percent of
its assigned aircraft. With regard to the
F-35C, other requirements include the
installation and operation of manage-
ment information systems such as
the Autonomic Logistics Information
System (ALIS) and its accompany-
ing support networks. There is also
a requirement for operational F-35C
squadrons to maintain robust, on-track
maintenance programs, as well as com-
plete various inspections ranging from
weapons to safety. Aircrew complete a
transition flight syllabus and maintain
U.S. Navy photo by MC Gilbert Bolibol
certain proficiencies in accordance with

Naval Air Training and Operating Pro-
cedures and Standardization.
The Argonauts earned their SFFOC
in December 2018, leading to the Navy’s
declaration of initial operating capabil-
A plane captain with VFA-147 signals to F-35C pilot Cmdr. Patrick Corrigan after the squadron’s ity for the F-35C on Feb. 28.
aerial change of command. “The Argonauts safe-for-flight opera-

tions certification was earned through
the herculean effort of squadron Sailors
and is an acknowledgement that they “It’s a huge point of pride to think that what we do every day will
have developed the skills to safely main-
tain and operate the F-35C Lightning shape Naval Aviation for the next 50 years. As we continue to work
II,” Joint Strike Fighter Wing Com-
mander Capt. Max McCoy said at the through these processes and get to answers on quick and efficient
time. “This aircraft is a key component
to maintaining the U.S. Navy’s domi-
ways to resolve an issue, it will make the process easier for the
nance anywhere in the world.” squadrons transitioning behind us.”
Pilots transitioning from the Super
Hornet to the F-35C remark that the
Lightning II still “flies like a fighter.” Antonio Sanchez. “We were able to can,” AT2 Hugh Rosie said. “Although
“We were told that this jet handles work side-by-side with VFA-125 for our the systems are similar, the day-to-day
like a Super Hornet with a lot more bells hands-on training. They were there to procedure goes by a different name un-
and whistles,” VFA-147 Maintenance teach as well as refine the skills we had der the new maintenance infrastructure.
Officer Lt. Cmdr. Thomas Bock said. already learned with the new aircraft “It’s a huge point of pride to think
“Having flown both the F/A-18E and the and to help us shift our maintenance that what we do every day will shape
F-35C, I would agree with that state- mindset by taking a more deliberate Naval Aviation for the next 50 years. As
ment. The Lightning II has a lot of accel- approach, and completing every step as we continue to work through these pro-
eration, flies very well at high altitudes, prescribed.” cesses and get to answers on quick and
rolls quickly and performs better than Learning a new aircraft also meant a efficient ways to resolve an issue, it will
the Super Hornet and [legacy] F/A-18C.” new set of terminology. make the process easier for the squad-
However, the process for executing “In maintenance, you are flushing all rons transitioning behind us.”
maintenance on the F-35C is indeed the acronyms of the old platform and From Commander, Joint Strike Fighter
generations apart from its Super Hornet picking up the new ones as fast as you Wing Public Affairs.
predecessor.
“The most significant shift in mind-
set is the way we do maintenance for
the F-35C,” Corrigan said. “The way we
were conducting maintenance before,
the quick ‘remove-and-replace to see
if it works, and if it doesn’t we have to
change the part again’ mindset had to
change. While that thought process isn’t
wrong, it just isn’t a fit for the F-35C.
Now, when we go into a panel, we are
confident that we have the right part on
station and that it works and is good to
go. We are definitely armed with more
information about the jet, both histori-
cal and real-time, when we approach
maintenance issues.”
“When getting our maintenance
U.S. Navy photo by MC Chad M. Butler
team fully-trained on the F-35C, the

biggest challenge was to not only make
sure we had received the proper training An F-35C assigned to
but also to readjust our perspective on VFA-147 prepares to
maintenance practices,” said Aviation taxi to the runway at
Electronics Technician (AT) 2nd Class NAS Lemoore.
spring 2019 33
By Jeff Newman
Naval Aviation News staff writer Jeff Newman and Two Navy Super Hornet squadrons at Naval
I had the opportunity to visit Naval Air Station Lemoore the first week of April along- Air Station (NAS) Lemoore, California, have
side our visual information counterparts to cover operational-level maintenance
reduced maintenance turnaround times
reforms for the F/A-18E/F Super Hornet at Strike Fighter Wing Pacific.
O-level reform is one of five aspects of the Naval Sustainment System, which and are boosting aircraft readiness as part
focuses resources and attention on improving readiness across the fleet. of Naval Aviation’s maintenance reform
What stood out to us was the openness and willingness of squadron leaders and
initiatives under the Naval Sustainment
maintainers to embrace the opportunity to incorporate change, despite some initial
resistance. Whether those improvements were recommendations from an industry System (NSS).
partner—the Boston Consulting Group—or initiated by the squadrons themselves, he NSS initiative leverages best practices
leadership took control of the reforms. “We created our own destiny. We saw the op- from commercial industry to help reform
portunity to incorporate changes we had wanted to make,” said Maintenance Officer aspects of Naval Aviation’s fleet readiness
Cmdr. Kelly Borden, Strike Fighter Squadron (VFA) 122. centers, organizational-level (O-level)
We witnessed two recurring themes: the use of visual displays throughout the maintenance, supply chain, engineering and
hangars used to track status and personnel, and the benefits of crew leads—empow- maintenance organizations and governance pro-
ered petty officers assigned to oversee aircraft throughout the inspection process. We cesses. Initially, the NSS is concentrating on get-
met several of those petty officers, who were inspired by the responsibility to improve ting the Navy F/A-18 Super Hornet fleet healthy
communication and efficiency. All were proud of the job they were doing and eager before rolling out the approach to every Navy and
to share their experiences. Marine Corps aircraft.
What follows is a series of articles on reform initiatives at Master Jet Base, NAS Strike Fighter Squadrons (VFA) 22 and 122
Lemoore, and the efforts of VFA-22 and 122, the first two squadrons to take on the were the first to implement O-level maintenance
challenge. Of course, no overview of Lemoore would be complete without introduc- reforms following visits from commercial avia-
ing the Naval Aviation Maintenance Center for Excellence and the role it plays in fleet tion consultants in December and January.
readiness. Reforms include assigning crew leads to
To follow the latest news articles, videos and podcasts on NSS reforms, visit manage the maintenance on each aircraft and
www.navy.mil/local/nss. —Andrea Watters reorganizing hangar spaces, parts cages and
tools.

On the left, F/A-18E/F Super Hornets assigned to Strike Fighter Squadron (VFA) 22 sit on the flight line at Naval Air Station (NAS)
Lemoore, and to the right, are Super Hornets assigned to VFA-154.
U.S. Navy photos by Andrea Watters

Aviation Electronics Technician (AT) 1st class
Victor Perez, the leading petty officer for VFA-
122’s avionics shop and one of the squadron’s From left, AT2 Joshua Cornell, AT3 Alfredo Balbuena and AT3 Gianni Ireland assigned to VFA-122
crew leads, updates the status of his aircraft. perform a cockpit inspection during an 84-day inspection.
Squadrons Empower “The crew leads are not making the officer for VFA-122’s avionics shop and one
Petty Officers maintenance decisions; that’s still done by of the squadron’s selected crew leads.
The most significant change has been the the maintenance controllers, but what it al- “At first the changes didn’t feel produc-
delegation of ownership over each aircraft lows for is it sheds those maintenance con- tive because we didn’t really understand it,
in for repairs from the squadrons’ mainte- trol chiefs of having to know every status but now that we’ve had some time with it,
nance material control officers, or MMCOs, of every jet, of every person, all day long,” it’s definitely helped improve our processes
to individual crew leads comprised mostly said Lt. Cmdr. Brandon Michaelis, O-level and communication,” Perez said.
of first-class petty officers. Reform Champion for Commander, Naval Used to focusing exclusively on avionics,
Traditionally, MMCOs must keep track Air Forces (CNAF). “So, they can focus on Perez said serving as a crew lead has forced
of the status of each aircraft in for main- releasing safe aircraft by empowering those him to approach the maintenance of his
tenance as well as the Sailors working on first-class petty officers, who can now own assigned aircraft more holistically. The in-
them, and that’s in addition to deciding that process and know where the people creased responsibility of bringing an entire
what maintenance actions are required are, know the status of the parts, and brief jet back online ultimately leads to a greater
for each jet and which aircraft are safe to that up the line.” sense of accomplishment, he said.
release for flight. Assigning junior-level For the petty officers accustomed to “You get kind of personal with an
crew leads to each jet removes some of that doing their job a certain way, reform did aircraft,” he added. “Some aircraft are easy,
burden from the MMCOs and has led to not come easy. But the benefits have been and some are a struggle to get through.
improved communication and increased evident, said Aviation Electronics Techni- Rather than working on a jet for a couple
accountability. cian 1st class Victor Perez, the leading petty hours to complete the one thing assigned
spring 2019 35
to your shop and then moving on to the
U.S. Navy photo by Chief MC Shannon E. Renfroe
next jet, this way you take more ownership

toward completing the whole thing.”
In some cases, exceptional second-class
petty officers have also been considered
for crew lead, including Aviation Electri-
cian’s Mate 2nd Class Michaela Zadra, a
member of VFA-22’s quality assurance
division. Having crew leads that can focus
on individual jets—and communicate with
Two F-35C Lightning II aircraft attached to the “Argonauts” of Strike Fighter Squadron (VFA) 147 fly in
the various maintenance shops—relieves
formation over Naval Air Station Lemoore.
maintenance control from having to keep
near-constant track of as many as a dozen
aircraft at a time, Zadra said.
Home to F/A-18E/F and F-35C Squadrons “Crew leads have cut down on empty
As the Navy’s largest master jet base, Naval Air ways—and an administrative side that includes communication, so now I, as a maintainer
Station (NAS) Lemoore, California, hosts the family housing, medical, exchange, commissary, who is not stuck behind a maintenance con-
Navy’s entire fighter/attack capability on the and morale, welfare and recreation facilities. trol desk, can walk around to each shop and
West Coast and is at the forefront of training Fleet Readiness Center West, Center for talk to them personally,” she said. “There’s a
aircrew and maintainers. Naval Aviation Technical Training Unit and Strike lot more communication one-on-one, instead
The air station spans 19,225 acres, including Fighter Weapons School Pacific are also located of one-to-one-to-one and then to mainte-
11,000 acres of leased farmland, and is home here.. nance control. It’s definitely helped with com-
to Commander, Strike Fighter Wing Pacific munication and productivity with the jets.”
(CSFWP) and its 16 Super Hornet strike fighter Background In tandem with the crew lead concept
squadrons, fleet replacement squadron (FRS) In the mid-1950s, the Chief of Naval Opera- has been the utilization of a whiteboard
Strike Fighter Squadron (VFA) 122 and newly es- tions conducted a survey to find the best loca- alongside each aircraft that informs anyone
tablished Commander, Joint Strike Fighter Wing tion for the next master jet base. The master passing by as to the jet’s status. Information
(CJSFW) with its FRS VFA-125. In February 2019, jet base at the time, Moffett Federal Airfield in on the boards includes the names of the
VFA-147 became the Navy’s first operational northern California, was deemed unsuitable crew chief and additional personnel as-
F-35C Lightning II squadron. for expansion because of the nearby increase signed to the aircraft, what maintenance is
The first F-35C arrived at NAS Lemoore in in urban growth. The survey concluded Lem- needed, and the expected completion date.
January 2017, and at the same time, the VFA-125 oore’s rural location in a rich agricultural area “If you physically walk through one
“Rough Raiders” were reactivated as the FRS for made it ideal for unimpeded flight training. of our hangars today, you can tell which
the platform. “Lemoore is in very close proximity to some ones have been reformed and which ones
To support the F-35C program, several facili- of the best training ranges available in the haven’t,” said Vice Adm. DeWolfe H. Miller,
ties have been added or remodeled to accom- Navy,” said Cmdr. Chris Fisher, NAS Lemoore III, CNAF. “You know the exact status of
modate maintenance and training, including a executive officer. “As technology has evolved, that airplane, you know who’s working on
pilot fit facility, centralized engine repair facility, the amount of airspace needed to develop that airplane and when they expect that
pilot training center and an upgraded hangar. tactics and train our aircrew has increased, and airplane to be up. There’s going to be a crew
“All F-35C fleet operations are currently Lemoore can accommodate that.” lead who has that ownership.”
single-sited at NAS Lemoore, making it the focal The military operating area directly over the In addition, the two squadrons have be-
point for Navy’s newest strike fighter capability. airfield allows aircrew to execute flight carrier gun treating the spaces around each Super
Lemoore is the only naval air station where both practice landings without having to modify Hornet in their hangars as dedicated work-
fourth- and fifth-generation squadrons will flight patterns, which other squadrons at air spaces, with all necessary tools and parts
be co-located,” said Capt. Max McCoy, com- stations in more urban areas must do. kept beside the aircraft rather than back in
modore, CJSFW. “The addition of the F-35C to Over the years, the squadrons and aircraft one of the various maintenance shops.
existing carrier air wing capability here ensures based at NAS Lemoore have changed, but “We’re now treating the airplane a little
that we can operate and win in contested bat- their mission has remained the same—pro- more, as an analogy, like a patient getting
tlespace now and well into the future.” vide infrastructure, support and services that surgery,” Miller said. “I am the doctor as the
The base is separated into two sides—an enable CSFWP, and now CJSFW, to conduct maintainer, and I said, ‘scalpel,’ and my tool
operations section that includes the aircraft operations in support of national tasking. is right there. What we’re seeing with that
hangars and two offset parallel 13,500-foot run- — Andrea Watters sort of approach, having our tools next to

the airplane, having our status board next
to the airplane, everything is going to the
point of action being around that airframe,
and we’re seeing a really significant im-
provement in our mission capable rates.”
Both squadrons have also begun keeping

larger parts in a centralized “parts cage”
in the hangar, dramatically reducing the
amount of time Sailors spend traversing the
hangar in search of equipment rather than
with their hands on an aircraft.
“It may be five minutes here or five
minutes there, but over the course of a day
across all those technicians, that’s a lot of Above, AT2 Travis Weirich and AT2 Jeremy Nestor,
time saved by having those parts close to assigned to VFA-122, reinstall avionics components.
where the job is being done,” Michaelis said.
The 84-day Corrosion

Inspection
Together, the changes have helped the
squadrons achieve one of the first goals of
O-level reform—reducing the turnaround
time for routine 84-day corrosion inspections
Left, Aviation Structural Mechanic (AM)
down from 10 to 14 days to three days.
Airman Daniel Thomas repairs the wing
The 84-day inspection, so called because
of an F/A-18 Super Hornet.
Super Hornets receive one every 84 days, is
one of the most common checks conducted
on the jet and is officially supposed to take encouraged to identify which of their tasks and realize there’s tons of this stuff that I
three days. could be performed alongside another’s wish I had when I was an MMCO.”
“Our average is about 10 to 14 days,” simultaneously. For instance, Zadra said Michaelis said the plan is to take the
Miller said. “It’s really important for us to she can check the lights in the cockpit from reforms to VFA squadrons at NAS Oceana,
put some discipline into achieving these the side of the jet while someone from the Virginia, before rolling them out across the
checks on a predictable three-day pattern.” avionics shop inspects instrumentation Super Hornet community and, ultimately,
After meeting with consultants, VFA-22 inside the cockpit. to other platforms.
was the first squadron to pilot reforms aimed “It cuts down a lot on worker hours, “As we migrate this and expand it across
at reducing the 84-day inspection time. so we can minimize the time on the all type-model-series, I’m excited about
“They were able to do it in two-and-a- inspection,” she said. what this is going to do for our future,”
half shifts, and as we’ve been going through Miller said.
the process with other squadrons, we real- Initial Skepticism Further evidence of the reform’s efficacy
ize that yes, three days in itself is sufficient, A former MMCO, Michaelis said he was will come when squadrons can keep their
once we weed out the inefficiencies,” said Lt. skeptical of the O-level reforms when Sailors on normal work schedules while
Hasely Clarke, assistant maintenance officer they were initially proposed, but has come preparing for deployments, Michaelis said.
for Strike Fighter Wing Pacific (SFWP). around after seeing how VFA-22 and VFA- “Before we go on detachments or on
Clarke said many of those inefficiencies 122 have put the reforms into practice. deployment, we often work Sailors 12
arose from work centers waiting on one an- “It’s been a tough pill to swallow, to see [hours] on, 12 [hours] off, sometimes seven
other to be finished with an aircraft before how inefficient [it was] even when I was in days a week,” he said. “The proof is when,
beginning their own tasks. “There was a lot that position, even though I thought we on a Thursday, we can let our people out for
of waiting time in between,” he said. were on point every single time,” he said. a three-day weekend because our jets are up
Time management, communication “To now look back and go, ‘Wow, there and ready to go, and we saw that recently in
and multitasking between shops have were a lot of places where I could have one of our transformed squadrons.”
all improved following the O-level improved.’ So, that’s what’s made me a Jeff Newman is a staff writer for Naval
reform, Zadra said, noting shops were believer, is being able to look in hindsight Aviation News.
spring 2019 37
By Jeff Newman we do things this way? What would you do differently? Why
don’t you do it that way?”
The Sailors of Strike Fighter Squadron (VFA) 22 initially
were skeptical when commercial aviation consultants Special Changes
When considering where to first apply its reforms, the squad-
arrived last fall to help improve maintenance proce-
ron zeroed in on maintenance inspections known as “specials,”
dures as part of the Naval Sustainment System’s (NSS) which occur at various intervals and have different focuses. The
overall reform efforts. most frequent occurs every 84-days and is largely a corrosion
inspection, while the 728-day special includes inspection of
nsure whether such consultation would take the form of complex systems such as ejection seats, VFA-22 Maintenance
strict directives or fluid suggestions, the “Fighting Red- Officer Lt. Cmdr. Billy Mohr said.
cocks” soon realized the outsiders were merely there to “It’s like taking your car in for an oil change,” he said. “They
unlock their own intuition. are scheduled, regular inspections on the preventative side versus
“What they really did is facilitate change,” VFA-22 Com- the reactive side, where we can plan for it ahead of time, and
manding Officer Cmdr. Bill Frank said. “They were a catalyst bring jets into the hangar and hopefully get them out within the
for us. They ingrained themselves in our daily practices, asked a week and back in the flight schedule.”
lot of questions and we garnered a lot of great information from Mohr said the squadron initially emphasized the 84-day
them.” inspection simply because it occurs most often.
Before long, the squadron had begun instituting changes “If we have a full complement of 12 jets, ideally we would be
as the first Navy squadron to undergo operational-level, or O- doing one of those every week,” he added.
level, maintenance reform. An 84-day special is essentially a “look” inspection, where
“A lot of these changes, these ideas, were already inherent in Sailors are searching the aircraft for corrosion, and is supposed
the people that have been in the business for years and years, to take three days. Prior to the reform effort, the inspections were
and even some of our most junior Sailors,” Frank said. “A lot of taking as many as 10 days to complete.
good conversations happened just from asking, why? Why do “We want to get that look phase done, because then it gives
us more time to turn it back over to the corrosion specialists
and give them more time to work on the corrosion,” Frank said.
The squadron made changes and proved that the three-day
timeline was realistic, leadership said. Frank noted that the
decreased inspection times all stem from efficiency—the actual
process for conducting the inspection remains unchanged.
“We’re not skipping anything. We didn’t cut out anything.
We didn’t develop some new train of thought,” he said. “We just
found ways to get back to the basics and be efficient—having the
right people at the right time, having the right part there at the
right time, having your tools and materials available and close to
you to execute, so you don’t have to go back and forth.”
Frank likened the reform to organizing your tools and planning
a materials list before beginning work on a home improvement
project. Without such preparation, you could end up wasting time
Electrician’s Mate 2nd searching for tools or making multiple trips to the hardware store,
Class Michaela Zadra, ultimately adding days to your project timeline, he said.
a member of VFA-22’s
quality assurance The Reform ‘Jewel’
division and a crew Of the changes made, squadron leadership identified the most
lead, discusses the significant as the assignment of crew leads to each F/A-18E-F Super
84-day inspection Hornet that is down for maintenance. Previously, the maintenance
process. desk chief oversaw all 10-to-12 aircraft in the squadron’s hangar.

Culled from the ranks of first- and second-class petty officers, Frank, who signed off pulling a handful of maintainers off the
the crew leads are the “jewel” of the entire reform effort, Frank said. flight line to paint, even though it meant a brief slowdown in
“It has empowered those first and second classes to start act- maintenance.
ing like chiefs or officers,” he said. “We’re short on those people, “We’ve always wanted to make our buildings better and our
so we need those junior personnel, who I believe are capable of it, spaces better, but we’ve always prioritized planes, planes, planes
to now start to feel empowered to act like those supervisors.” over the shops because we just lack the manpower to do both,”
“Being a crew lead and being a second class, when they origi- Loomis said. “However, we had a good opportunity where we’re
nally wanted it as a first-class billet, it means a lot,” said Avia- able to slow down maintenance, and I had full support from the
tion Electrician’s Mate 2nd Class Michaela Zadra, a member of skipper to prioritize the transformation process.”
VFA-22’s quality assurance division. “And other second classes,
besides myself, have had this opportunity as well, and that really ‘Go for It’
shows how our leadership has entrusted us to do that.” Elsewhere at Naval Air Station (NAS) Lemoore, VFA-122 fol-
The sense of ownership that comes with being a crew lead lowed the lead set by the Fighting Redcocks and began institut-
has “changed the culture dramatically,” said Aviation Structural ing similar changes in January (see page 40). As of March, reform
Mechanic Safety Equipment 1st Class Preston Clary, VFA-22’s was rolling out to VFA-94 and 113, with squadrons stationed at
quality assurance leading petty officer. “First of all, they don’t just NAS Oceana, Virginia, set to be next.
pick someone; we volunteer to take on that responsibility, and we For other squadrons interested in implementing some reforms
want to make sure it succeeds because it’s our name on it. If this of their own, Frank has a simple recommendation: “Don’t wait.”
fails, it’s on me.” “You have the ideas, you have the people. You’ve got the ex-
perts inherent in your commands. It’s just fostering an environ-
Parts Cage, Overhauled Spaces ment that allows them to execute and do that,” he said. “What
To Lt. Michael Loomis, VFA-22’s maintenance material control [the consultants] did is open our eyes to ideas that a lot of our
officer, after the crew leads, the most significant change has guys already had, and that’s terrific, but as for other squadrons—
been the establishment of a centralized parts cage for sys- you don’t need to wait for them. You can do it today.”
tems and components, especially those that are repairable but Jeff Newman is a staff writer for Naval Aviation News.
awaiting parts. Previously those components, known as AWPs,
would often end up back in the various repair shops, where
they had a tendency to be pilfered for parts or lost altogether,
Loomis said.
“Maintenance guys are not logisticians. We don’t count and
control very well. We fix, destroy and fix again, right? My logis-
tics specialists are the experts of understanding what we’ve got,
what we need, how to replenish it, how to keep it stocked, how to
control it, all that stuff,” he said. “So we took everything out of
the shops and we have it in a centrally located AWP locker in the
cage. That, in my opinion, needs to be a policy change.”
Though not as significant a change as the crew leads or parts
cage, an overhaul and general beautification of the squadron’s
maintenance control room has also contributed to overall squad-
ron morale, Loomis said.
In addition to giving the room a new, bright paint job, the
maintenance desk was moved back to open up the space and
make it feel less cramped. Status boards went up for each crew
lead to provide updates on their aircraft.
“There has always been pride from within, but now outside
people walk in and they see evident pride in this squadron,
starting with maintenance control,” Loomis said, emphasizing
renovations would not have been possible without support from VFA-22 Sailors prepare to reinstall a pylon.
spring 2019 39
AMAN Alexander Walters performs a maintenance From left, AMAN Daniel Thomas and AM3 Christopher Giglio, both assigned to VFA-122, select
inspection. tools for the job at hand.
By Andrea Watters are driving our expected fly dates. We’re Master Chief Joseph Coleman, mainte-
working diligently to clear obstacles and nance control supervisor at VFA-122, has
Process improvements coupled barriers to production,” Borden said. seen a positive change and noticed a sense
with hangar reorganization are the In addition, communication through- of pride in how his Sailors approach their
out the squadron and with the supply work.
focus of operational-level (O-level)
chain has improved and VFA-122 is mak- “They are taking ownership and have
reform at Strike Fighter Squadron ing more accurate predictions of expected gotten to the point where they’re start-
(VFA) 122, assigned to Commander, flight dates, he said. ing to identify and realize where they
Like VFA-22 (see story on page 36), could do better or which processes they
Strike Fighter Wing Pacific.
VFA-122 has adopted the one crew-team can improve,” Coleman said. His Sailors
ased at Naval Air Station (NAS) concept to return aircraft to the flight are also more proactive when it comes to
Lemoore, California, the “Flying line. Historically, the squadron assigned requesting parts or equipment to meet
Eagles” are the wing’s F/A-18E/F maintenance priorities and worked them their deadlines.
Super Hornet fleet replacement by rate. “They know they can affect change and
squadron (FRS) and the second squadron Today, whether it’s a scheduled main- they’re getting cross trained at the same
to undergo O-level reform. tenance event, special inspection, phase time,” he added.
During an April 2 tour of VFA-122, inspection or unscheduled maintenance, Another tool is the use of white boards
Maintenance Officer Cmdr. Kelly Bor- such as an engine change, the crew lead that provide squadron leaders with a
den described both the improvements sets the priorities and sees the mainte- visual status and help the crew lead focus
initiated by industry partner, the Boston nance through from start to finish one jet on what it takes to make their aircraft
Consulting Group, and the squadron’s at a time, Borden said. mission capable.
own initiatives. “While the crew leads still answer to a “We established those early in this
“Here in the hanger we’ve changed senior chief, crew leads tell us when they process to help standardize each hanger-
our processes regarding how we go about expect to complete the aircraft, which spot. Some of that same information is on
fixing an airplane. We’re in tune with sup- parts are holding them up or any other display in our Production Control Center.
ply, expected completion dates, and those barriers to their production,” Borden said. So that any given time, you know whether

VFA-122 Maintenance Officer Cmdr. Kelly Borden, left, gestures to his relatively empty parts cage, which once contained thousands of parts. On April
2, there were 28 parts in the cage, all accounted for and all belonging to one jet currently undergoing a planned maintenance interval. At right, Cmdr.
Borden is in the process of securing full-wrap fall protection for each of VFA-122’s hangar spots.
the aircraft is on track to meet its expected When funding is available, he wants to win when they go to sea and deploy,”
flight date or not,” Borden said. to purchase electronic visual status Borden said.
displays and set up centrally located NAMCE was also able to help VFA-122
Hangar Reorganization Portable Electronic Maintenance Aid reconcile the thousands of parts associ-
Borden took advantage of the Navy’s (PEMA) stations where Sailors can ac- ated with the long-term down aircraft.
focus on O-level reform to incorporate cess manuals and update their paper- “We turned excess parts into supply
changes of his own such as reorganiz- work on site and avoid returning to the and eliminated the bulk of distractions
ing the layout of his 14-space hangar by shop. that were cluttering up our hangar and
consolidating all the contractor work at flight line. It also freed up those Sailors
the south end of the hangar and creating Long-term Down Aircraft reconciling parts to return to their shops
dedicated lines of production. One of the benefits of NSS reform for and work in their rate,” Borden said.
Unlike the fleet squadrons, VFA- VFA-122 was the reassignment of about Borden is proud of his relatively empty
122 has contractor maintenance people half, approximately 60, of their long-term parts cage. “There are 28 parts in the cage,
responsible for flight line support and down aircraft and associated parts to the all accounted for and all belonging to one
scheduled maintenance requirements. Naval Aviation Maintenance Center for jet currently undergoing a planned main-
He reduced the clutter, and instead of Excellence (NAMCE). NAMCE’s mission tenance interval.”
labeling hangar spots by rate, each spot is is to rebuild the long-term down aircraft Like many squadron maintenance offi-
now numbered and assigned a crew. Bor- onboard NAS Lemoore and make them cers, Borden said he was open to discuss-
den is also designing a model hangar to mission capable. (See NAMCE story on ing changes to his hangar for two reasons.
eliminate wasted time spent walking back page 40.) “One, it makes sense to follow com-
and forth to check out tools or update While the squadron’s planned autho- mercial industry best practices since they
paperwork. rized aircraft (PAA) was at 60, and is now are successful, proven methods. As the
“If we’re not on the aircraft taking care at 48, the number crept up over the years, Navy integrates those concepts into our
of business, we’re wasting time,” he said. Borden said. “As an FRS, it’s our job to practices, it only increases our readiness,”
Ideally, each hangar spot will have a serve as a shock absorber for fleet squad- Borden said. “Two, in order for us to con-
roll-around tool cart outfitted with com- rons. We give them trained air crew and tinue to evolve, we have to change.”
mon tools, a worktable and cages to store maintainers as well as mission-capable “We eliminated and reduced all that
parts and panels without spreading them aircraft.” clutter and distractions which allows us to
on the deck, he said. Each spot would In return, fleet squadrons were giving focus on the effort at hand.”
also have fall protection in the form of a VFA-122 the aircraft that needed major Andrea Watters is editor of Naval
platform that surrounds the aircraft. work. “Obviously, the fleet needs aircraft Aviation News.
spring 2019 41
By Andrea Watters assets,” said Capt. Jim Bates, commodore, Strike Fighter Wing
Pacific.
The team at Naval Aviation Maintenance Center for Excel- Designed to reduce squadrons’ excess planned authorized
aircraft (PAA) inventory, NAMCE removes the administrative
lence (NAMCE) Lemoore assesses, preserves and builds
burden of long-term down aircraft and serves as a clearinghouse,
long-term down aircraft—playing a major role in giving Bates explained.
fleet squadrons the mission-capable aircraft they need. Fighter squadrons are assigned a PAA of 10-12. Before NAMCE
stood up, some squadrons had 15 aircraft, said Chief Warrant Offi-
Naval Aviation Enterprise initiative, NAMCE was cer 4 Beko Rivera, maintenance material control officer for NAMCE.
established in July 2018 as a formal detachment under “Transferring the long-term down aircraft to NAMCE makes
Strike Fighter Wing Pacific to improve F/A-18E/F Super a lot of sense and allows the squadron to manage their 10-12 air-
Hornet material readiness and the knowledge, skills craft,” Rivera said.
and experience of junior enlisted Sailors conducting mainte- A depot-level event required every four years, a planned main-
nance on the flight line. tenance interval (PMI) includes a full inspection of the aircraft,
While the initial focus was on training, maintenance be- particularly the airframe, and modifications to keep it current. Of-
came the No. 1 priority last fall in response to initiatives under ten, artisans find more corrosion than expected, and an engineer
the Naval Sustainment System. must assess the aircraft before work can proceed.
“NAMCE’s mission is to take all the long-term down aircraft As squadron maintainers and depot artisans have discovered,
on board NAS Lemoore and reconstitute them into flyable each aircraft is unique based on its environment. Factors affecting
U.S. Navy photos by AE1 Richard Blank
Naval Aviation Maintenance Center for Excellence (NAMCE) Lemoore occupies a 73,800-square foot air-conditioned tension fabric structure that
accommodates 12 maintenance stations. Each station is equipped with all the tools required to perform aircraft maintenance and full-wrap fall
protection for the maintainers.

corrosion include whether a squadron’s aircraft sits on the bow or NAMCE Lemoore has achieved several milestones in the last
fantail of the carrier deck, how often it has been to sea between 15 months:
PMI events, and how many cats, traps and hard landings it has n Built a temporary hangar capable of supporting aircraft
experienced at sea, Rivera said. maintenance
As of May 1, NAMCE owns 22 administrative aircraft and 44 n Established a 371-person contract field team
long-term down aircraft physically at Lemoore, many of which n Oversaw the development and implementation of the Naval
were reassigned from Strike Fighter Squadron (VFA) 122, the Aviation Maintenance Program Indoctrination Program
wing’s fleet replacement squadron. n Achieved safe-for-flight designation
Rivera compared the transfer of all those aircraft to a poker n Passed the Conventional Weapons Technical Proficiency
game when the chips are all in. “What did we win? Yup, a lot of Inspection
aircraft and parts,” he said. n Accepted 66 aircraft and built and transferred four aircraft
An ongoing assessment team evaluates the jets and parts, giving n Removed the PAA aircraft from fleet squadrons and VFA-
Rivera the data he needs to determine how much depot-level main- 122, allowing all NAS Lemoore commands to focus on the
tenance an aircraft needs, which parts need to be ordered and which mission
aircraft can be preserved. Once parts arrive, the NAMCE contractor To date, NAMCE has returned four of its initial six jets to
field team repairs and returns the aircraft to the squadrons. the fleet with four more due out before July and has developed
Currently, NAMCE is capable of level-two preservation with the a process to help NAMCE and the Navy prioritize recovery of
recent delivery of NAS Lemoore’s first 1010 oil preservation truck to these long-term down aircraft.
preserve aircraft fuel cells. The goal, however, is to be able to preserve Rivera has also developed a business model and strategy
aircraft at level three, which requires a new facility with a controlled based on data collected during the assessment phase of an air-
environment of less than 40-percent humidity, Rivera said. craft’s induction into NAMCE.
In the future, if a fleet aircraft is unable to deploy, for example, He is working on creating a database that will use assess-
NAMCE will induct the aircraft and give the squadron a mission ment information, outstanding technical directives, special
capable aircraft that is sitting in preservation. inspections, existing discrepancies and depot-level work to
Built on the tarmac, NAMCE occupies a 73,800-square foot air- determine how long it will take to repair and how much it will
conditioned tension fabric structure that accommodates 12 mainte- cost. This will give the Navy the information it needs to make
nance stations, each equipped with all the tools required to perform calculated decisions in the recovery effort, he said.
aircraft maintenance and full-wrap fall protection for the maintainers. Andrea Watters is editor in chief of Naval Aviation News.
U.S. Navy photo by MC2 Manuel Tiscareno
U.S. Navy photo by Andrea Watters
From left are NAMCE’s first recovered aircraft LOT 33 and LOT 24 F/A-18E Super Hornets. An F/A-18 Super Hornet is covered in protective barrier paper
They are parked under maintenance awnings that provide sun and rain coverage to prevent corrosion and environmental damage until it
during flight line maintenance. undergoes level-two preservation treatment at NAMCE.
spring 2019 43
NAvAl SuStAiNmENt SyStEm
Naval Aviation’s New Aircraft-on-Ground
By Commander, Fleet Readiness Center Public Affairs
The day starts early for Cmdr. Jeff Brown and

his team at the Aircraft-on-Ground (AOG) cell
as they prepare for their teleconference with
L ocated at Commander, Naval Air Forces Atlantic Fleet
in Norfolk, Virginia, the newly formed AOG, part of the
Naval Sustainment System initiative, builds long-term col-
laboration among Naval Aviation stakeholders and experts
from all lines of support to quickly resolve the constraints of
short-term down aircraft.
The concept has proven successful in the commercial airline
squadrons from Strike Fighter Wing Atlantic. industry, and Naval Aviation has already started to see results.
They will check the status of short-term down “By bringing needed parts from Boeing and Northrop
Grumman, as well as those organically manufactured by the
Navy and Marine Corps aircraft, determine FRCs, the AOG returned 133 unique aircraft [by May 1] to
what is required to get them flying again and mission-capable status since its inception in October,” said
Brown, from Commander, Fleet Readiness Center (COMFRC).
connect with Strike Fighter Wing Pacific later “This not only increases readiness immediately, it will also have
in the morning. positive ramifications for years to come.”

Many of the discrepancies on Door 68 are typically around Hole 25, pictured above. Once
the Aircraft-on-Ground cell became aware of the issue, training was instituted to prevent
further damage.
Aviation Machinist’s Mate

(ADAN) Airman Jomarleo
Mangohig and ADAN Brice
constraint and getting answers on the
Brogan with Strike Fighter
spot, in real time.
Squadron (VFA) 122, the
“This problem-solving process occurs
fleet replacement squadron
every day, several times a day, at the
at Naval Air Station
AOG,” Brown said.
Lemoore, Calif., inspect the
For example, during a recent spike
left Door 68 on an F/A-18
in Door 68 discrepancies, the AOG was
Super Hornet.
U.S. Navy photos by Andrea Watters able to spread multiple doors across four
repair sites and resolve the issue in a
Cell Expedites Readiness

matter of weeks, Brown said. “Otherwise,
they would have taken maybe six months
to repair all at one site.”
Located on the underbelly of the
Typically, there are 40 aircraft in- Readiness. “AOG gets to the root of the aircraft, Door 68 includes both the left
scope at AOG at any given time. To gain problem and quickly solves it.” and right panels that encase the engine.
the attention of the AOG, the aircraft Brown sits before a large screen that Because of their size and weight, they
must have flown in the last 160 days and lists each AOG aircraft by bureau num- must be opened using proper technique.
must have fewer than 10 issues. There ber (BuNo). At the table with him are The rise in discrepancies, particularly on
are exceptions for aircraft at risk of representatives from Naval Supply Sys- the right door, prompted the develop-
becoming long-term down without AOG tems Command, Weapon Systems Sup- ment of a training video that reduced the
intervention or if the down aircraft limits port and Defense Logistics Agency, along number of discrepancies.
the wing’s ability to conduct operations with Navy type commanders, engineers, The AOG’s collaborative environment
or meet readiness standards. data analysts and industry partners. enables the fleet to not only expedite
“This is what’s needed to quickly Maintenance material control officers parts delivery but also address
address the reason for the aircraft not and master chiefs from each squadron maintenance quality and training issues
flying,” said David Ferreira, director, are on the phone while Brown leads as they arise.
Maintenance Operations Center and the teleconference through the list of Andrea Watters, editor, Naval Aviation
deputy director for Aviation Material aircraft, BuNo by BuNo, addressing each News, contributed to this article.
spring 2019 45
Photo courtesy of Taylor Rogers, WBOC-TV
Wroten Island Wreck

News Crew spots old Navy aircraft on Chesapeake island
By Donna Cipolloni
It was Friday, Nov. 27, 1953. Fenwick Keyser and a few former Rediscovering the Crash Site
I
college buddies were enjoying a Thanksgiving weekend hunt
n October 2018, while on assignment shooting
on Wroten Island, the low, marshy piece of land they owned in footage for an aerial special, a helicopter news
southern Dorchester County, Maryland. crew from the Eastern Shore spotted an old
Ducks were plentiful on the Chesapeake Bay island, and the crashed aircraft on Wroten Island.
hopeful hunters settled into their blinds, waiting for an oppor- “We were flying over, going out to another is-
tunity—but the “bird” they encountered that day was a far cry land, when I saw the airplane,” said Taylor Rogers,
from the species they were expecting. a producer with WBOC-TV out of Salisbury, Mary-
land. “We went on to do what we had to do, and
Located only a few miles from Naval Air Station (NAS) Patux-
then I asked the pilot to go back so I could record
ent River, the presence of an aircraft, even at an uncommonly it. We circled the island, and I got as many shots as
low altitude, was not unusual. It wasn’t until the small silver jet I could with the HD [high-definition] helicopter
started chopping the tops off a stand of pine trees in the center camera.”
of the island that the men realized they were witnessing a crash Rogers described the plane as sitting in shallow
in progress. water in the middle of the island, surrounded by
trees, and not visible to passing boats.
“For an instant, large hunks of trees were tossed through the
“I zoomed in on the tail to try to get any iden-
air like matchwood,” wrote Keyser, describing the incident in tifying markings so we could find out where the
an article for the Baltimore County Union News, a newspaper plane had come from,” he said. “We found three
he owned at the time. “Then there was a loud thud, and finally, different pieces of it in the vicinity.”
silence.” Back at the station, the crew began reviewing

Photos courtesy of Taylor Rogers, WBOC-TV
A TV-2 Shooting Star that crashed out of Naval Air Station Patuxent River in the early 1950s sits in shallow water on Wroten Island in the
Chesapeake Bay.
the footage and were told by an older helicopter pilot it looked Number, the ultimate piece of evidence. However, with other
like a military airplane. WBOC reporter Brooke Reese called higher priorities, that likely wouldn’t happen any time soon.
area military installations and learned from Dover Air Force Reese went on to question longtime business owners and
Base’s military museum it was a training/testing type of watermen in the Wroten Island area, but found no one who
aircraft. knew anything about the plane. Channel 16 aired the story as
Eventually, Reese spoke with the public affairs officer at it was—what they called their “mysterious discovery”—and
NAS Patuxent River, Maryland, who advised her to contact shortly after it was televised, Reese received an email from
George Schwarz, an underwater archaeologist with Naval His- Philip Iglehart telling her he and his friend, Michael Keyser,
tory and Heritage Command, whose team has been compiling both later owners of the island, knew exactly what the aircraft
a list of the potential locations of aircraft that crashed out of was and the story behind how it got there.
Pax River in the 1940s and 1950s.
Schwarz’s research indicated a TV-2 Shooting Star had The Aircraft and Pilot Revealed
crashed off the installation in the early ‘50s, and based on Michael Keyser is Fenwick Keyser’s son, and he and Iglehart
information garnered from archival records, pinpointed have been friends for years, ever since Philip moved from New
Wroten Island as one of its possible crash sites. Reese met with York to Baltimore.
Schwarz in Washington, D.C., armed with Rogers’ overhead “One day Michael asked me if I’d like to learn to shoot, and
video footage. the rest is history,” Iglehart noted.
The video showed the letters NATC—Naval Air Test Michael Keyser—who was only six at the time the incident
Center—painted clearly on the aircraft’s tail, indicating it was occurred—shared his memories of the event.
a Navy wreck. But, before Schwarz could comment defini- “[My father and others] went running through the marsh
tively on which aircraft it was, he explained he would need to with their hip boots on, and when they got there, the pilot was
physically visit the site, take measurements, look for features sitting there, making sure he was still alive,” he recalled.
that are diagnostic of the TV-2 and attempt to find the Bureau In his newspaper article, Fenwick described the scene.
SPRING 2019 47
Parts of the jet were strewn over a wide area along the glide
path through the trees, and both the nose and tail had been
“the pilot explained his $50,000 jet
twisted and partially torn away from the fuselage.
motor had cut out seven minutes after “But the cockpit was intact and there, crawling out of
it, was a coverall-clad figure in a brilliant Mae West life
he took off from the Patuxent base and jacket,” he wrote.
That pilot was Lt. Cmdr. Kenneth S. Smith with Service
that gravity had done the rest of the Test Division, Patuxent River. As reported in the Dec.
4, 1953, issue of Tester, Pax River’s base newspaper, the
job, despite his frantic efforts to get accident occurred at noon when Smith’s TV-2 jet trainer
suffered a flame-out.
the engine started again as he hurtled Keyser wrote the pilot explained his “$50,000 jet mo-
tor had cut out seven minutes after he took off from the
toward the earth.” Patuxent base and that gravity had done the rest of the
job, despite his frantic efforts to get the engine started
again as he hurtled toward the earth.”
Not long after the crash, a Navy helicopter circled
the trees a few times, hovered 40 feet above them, and
lowered a long steel cable dangling a yellow sling,
which hauled Smith quickly up into its belly before
returning to Pax River.
“The pilot had told us his plane was a special con-
version job designed for the testing of new instru-
ments, and two large panels bristling with gauges,
switches and dials bore out his words,” Keyser
wrote. “The commander, just before leaving, also
intimated that the Navy would be extremely grate-
ful if nobody pinched a large gadget, which was an
experimental gyro-driven artificial horizon and the
only one of its kind in existence.”
Approximately an hour later, two more helicop-
Local waterman, Nancy
ters deposited members of a salvage team on the ground.
Brewster and Fenwick Keyser with remains of the
“Equipped with the proper tools, skilled mechanics
Lockheed TV-2. Keyser was one of the first on the scene.
made short work of removing vital equipment,” Keyser
wrote. “Both instrument panels and a variety of other mys-
terious gadgets were hauled up and stowed in
the waiting helicopters, and by dark, the cockpit
of the plane had been reduced to a few knobs,
switches, and lengths of wire and tubing.”
Iglehart and Keyser no longer own Wroten
Island but remember the crash site well, located
near an area that has come to be known as Air-
plane Pond.
“We used to take a boat through the cove or go
The crash site on
around on the south shore and walk in, but there
Wroten Island
was clearly nowhere near as much water on that
of the Lockheed
end of the island as there is now,” Iglehart noted.
TV-2/T-33
“Adventurous members and guests [of the hunt-
Shooting Star.
Photos courtesy of ing lodge] would often go over there because it was
the Keyser family
excellent shooting, but in the most recent years, it

got to be too treacherous, because you didn’t know if you’d
step in a hole or not.” Close-up of the wreckage
A document signed by Fenwick Keyser on Dec. 1, 1953, on Wroten Island of
gave the Navy permission to remove the plane from the the Lockheed TV-2/T-33
island, but they never did. Shooting Star.
“I remember the Navy building a wooden platform in
the marsh, which served as a landing pad for a helicopter,”
Michael said. “I’m not sure how they got the engine out of
there, but I guess they took what they wanted and decided
the rest was too much trouble [to remove.]”
And so the aircraft remained, largely forgotten for six
decades, until Chopper 16 and WBOC revealed its history
once again.
“I was very pleased to get that email from Mr. Iglehart,”
Reese said.” The information [he and Keyser] had was
beyond any expectation. To them, it was just something
that happened, but to us, it was an interesting story to be
retold.”
Benefits to the Navy

The Keyser family’s information, photos and documents
have proven valuable to the Navy, and especially to
Schwarz and his team, who now have a final resolution for
another one of the unrecovered Pax River crashes they’re Naval examiner from
investigating. Patuxent River Naval Air
Typically, when Schwarz hears about possible discover- Station.
ies of naval aircraft wrecks from the public, he conducts
archival research and combines that with field research
or site documentation to determine whether the wrecks
Anne Deford
belong to the Navy.
and Nancy
“Sometimes, but rarely, we receive additional informa-
Brewster with
tion, such as photographs or official contemporary cor-
instruments.
respondence from the public that confirms the identity of a
site,” Schwarz said. “Often, the Navy doesn’t have complete
copies of these records for each crash, and in this case, it
was very helpful for us to have received this information,
which helped confirm our determination that this was the
aircraft we suspected it was. Since only abbreviated accident
history reports were archived, the documents and photos
provided contributed to our understanding of the crash
event and final disposition of the aircraft.”
Schwarz also reiterated military aircraft wreck sites are
protected under the Sunken Military Craft Act of 2004,
which makes disturbing such sites without permission
of the U.S. Navy a crime. The Underwater Archaeology
Branch manages, researches, conserves and interprets
Navy shipwrecks and aircraft wrecks worldwide.
Donna Cipolloni is editor of the Tester and a commu-
nications specialist supporting Naval Air Station Patuxent General Release signed by Fenwick
River Public Affairs. Keyser, Dec. 1, 1953, allowing removal of the TV-2.
SPRING 2019 49
‘Eight-
BALL’
MV-22B Test Aircraft No. 8
Leaves Legacy
By Peter Fitzpatrick
At one point in our lives, we had a favorite car. The

hunk of metal that was our go-to. Our ol’ reliable.
In the MV-22B Osprey program, that moniker goes
to Aircraft No. 8—affectionately known as the
“Eight-ball.”
A
fter serving 20 years in test data recording and real-time data telemetry She demonstrated a maximum airspeed
and evaluation, Eight is to the ground station. of 354 knots, along with other envelope
retired to the Patuxent River Eight’s first chance to spread her wings expansion and flying qualities testing,
Naval Air Museum in Lexing- came Aug. 23, 1997, in Arlington. After a including the high angle of attack, buffet,
ton Park, Maryland, in June. series of shakedowns and envelope expan- aerial refueling, external loads and struc-
Her humble beginnings started at the sion flights, the aircraft was transferred to tural landings. Eight was also instrumental
Boeing hangars in Philadelphia and Arling- Patuxent River. in defining the height-velocity diagram for
ton, Texas. Eight was one of four engineer- There, Eight was directly responsible the aircraft. While in formation flight with
ing manufacturing development (EMD) for helping the MV-22 transcend from an another MV-22, Eight examined the change
aircraft built and heavily instrumented for ordinary vertical takeoff and landing to in flight characteristics caused by the wake
the EMD flight test program at Naval Air an exceptional aircraft. During the EMD interaction with the rotor’s super vortex.
Station Patuxent River, Maryland. and follow-on test and evaluation flight She still has fans: Mark Hollady, the
The MV-22 instrumentation package test programs, expanding the envelope or MV-22B flight test engineer lead, remem-
included 1,300 analog sensors, such as taking an aircraft to, or even beyond, its bers his first time flying in the Eight-ball
strain gauges, accelerometers, pressures altitude and speed limits was Eight’s objec- fondly.
and temperatures that helped engineers tive. Whether it was a hover to the never- “It was like half an hour, but what I
analyze and understand aircraft and pro- exceed-speed, light-to-heavy gross weight remember the most was the short takeoff—
pulsion system loads, stresses and strains, or from forward-to-extreme aft center of we call it a STO. The blades come over, and
and how the aircraft performs in all types gravity, Eight stood her ground and gave then they give it the power. I was amazed
of conditions. It is also capable of onboard engineers vital information on the MV-22. at the acceleration—I almost got thrown

Air Test and Evaluation Squadron (HX) 21 takes MV-22B Aircraft No. 8 for her final flight Aug. 3, 2018.
U.S. Navy photo by Erik Hildebrandt
out of the seat,” he recalled. “You’re talking There were times when she showed off
12,000 horsepower and two 38-foot rotors. her skills in the skies, performing such
I didn’t think it would move that fast. You
know, looking at it, she looks a little big and
risky maneuvers as a 360-degree aileron
roll as part of her many defensive combat
“Over the last 20
slow, but she’s very maneuverable. She’s maneuvers. When she encountered an years of test and
fast.” unexpected bird-strike in 1998, she gave
After the loss of two MV-22s in engineers the opportunity to assess the evaluation, the
2000, Eight was the lead aircraft for the structural integrity of the Osprey’s nose
high-rate-of-decent testing as part of cone and forward fuselage bulkhead. Eight-Ball has been
the Osprey’s return to flight. Eight later Eight also helped pave the way for the
became part of a comprehensive study development and evaluation of many ver- pushed, yanked,
on rotorcraft descent into its rotor wake. sions of flight controls, avionics software,
Ground tests also showed Eight could engine control and inertial navigation stretched and bent
hold her own when faced with extreme software.
crosswinds, takeoffs and landings on She participated in so many offsite in every direction
slopes, as well as taxiing and braking. tours, both in and outside the U.S., she was
Over the years, many operational test almost like a rock star. She demonstrated imaginable and has
pilots had their first training flight on
board the Eight-ball. She has also flown
her prowess in the cold temperatures of
Nova Scotia, Canada, in 2000, and did a
persevered. ”
many influential VIPs. couple of stints in Gunnison, Colorado,
spring 2019 51
V-22 Osprey
Celebrates
30 Years
of Military
Air Test and Evaluation Squadron
(HX) 21 Commanding Officer Lt. Aviation
O
Col. John M. Ennis recalls a time ver the last 30 years, the V-22 Osprey
in the sweltering desert heat of has fundamentally changed how
Yuma, Arizona, when Eight-ball the Marine Corps and the Air Force
had a rough field short takeoff and operate in combat and support humanitarian
landing experience. operations.
So far, more than 375 V-22 aircraft have
accumulated more than 450,000 flight hours
across a spectrum of missions, ranging from
humanitarian assistance to special op-
From first glance, Eight-
erations support. Soon, the Navy will begin
ball looked big and slow,
using a new variant, the CMV-22B, to deliver
according to MV-22B
personnel and cargo to its aircraft carriers,
flight test engineer lead
becoming the latest operator leveraging the
Martin Hollady (left),
aircraft’s unique capabilities.
and former Aircraft
“Since that first flight in Arlington, Texas,
No. 8 test director Michael
30 years ago, the V-22 has reshaped power
Remaly. After their
projection, assault support and special op-
first flight, both were
erations airlift,” said Col. Matthew Kelly, V-22
fascinated by how much
joint program manager. “Still unmatched
power and mobility the
in speed and battlespace reach, the V-22
MV-22B had.
U.S. Navy photos by Peter Fitzpatrick continues to enable global power projection
and worldwide crisis response at a scale and
and Amarillo, Texas, for heavy gross with the test point, when all of a sud- speed never before possible.”
weight and crosswind STO/run-on-landing den, the gear hits a really soft spot in the The V-22 is one of the most in-demand
testing. Eight’s last offsite test was con- desert, then a pop, and the nose is sitting aircraft in military service, using its unique
ducted in 2016 in Logan, Utah, where she on the ground.” maneuverability alongside the fuel efficiency,
evaluated bonded blade tab rotor hover Yuma Test Command built a tent range and speed of a fixed-winged airplane.
performance at medium altitude. around the aircraft and repaired the land- The V-22 played a critical role during
Former project officer, Lt. Col. John ing gear. After a month in the sweltering combat operations in Afghanistan, Iraq and
Ennis, now Commanding Officer, Air Test sun, Eight was fully functional. Syria. Its unique capabilities have also been
and Evaluation Squadron (HX) 21, experi- Over the last 20 years of test and invaluable during humanitarian operations,
enced firsthand the importance of check- evaluation, the Eight Ball has been pushed, including earthquake relief in Haiti and Japan
ing your gear while in Yuma, Arizona, with yanked, stretched and bent in every direc- and hurricane responses along the Gulf Coast
Eight. The aircraft underwent a field repair tion imaginable, persevering and providing and in Puerto Rico.
in the Yuma desert in 2009 after rough- key test data supporting the development With its unique tiltrotor design, the V-22
field STO testing. of the aircraft. The other 350 MV-22B takes off and lands like a helicopter and flies
“It was Maj. Craig Merriman and me at aircraft operated by the Marine Corps and as a propeller-driven aircraft. These charac-
the time, operating aircraft Eight from the Air Force have the Eight-ball to thank for teristics offer the tactical flexibility to deploy
desert floor in Yuma, and the test point their capability. with a smaller logistical footprint and without
was taxiing 10 knots over an unprepared Peter Fitzpatrick is a writer and a runway to access areas that are unreachable
desert floor,” Ennis said. “We’re taxiing photographer with Naval Air Systems with any other aircraft.
probably 8 knots, and we’re almost done Command Public Affairs. From the V-22 Joint Program Office.

Professional Reading
By Cmdr. Peter Mersky, USNR (Ret.)
How Carriers Fought: Carrier Operations in WWII
By Lars Celander, Casemate Publishers, Havertown, PA. 2018.
This new book caught my eye, and after getting Although the presentations in this book
into it, I was quite taken by the general design are different—some might even call them
and presentation of the narrative and how refreshing compared to the more traditional
the author found a new approach to what has, histories and accounts of the actions in-
admittedly, become a rather worn subject. After volved—there are times when the narrative is
all, how many more ways are there to describe cold and lifeless, devoid of the human aspect
“how we beat them at Midway?” The book does that, after all, was the cause of these battles
have several flaws of omission, which I will and, more often than not, their outcomes.
describe through this review. But as the review With the arrival of the Zero in August
flyer says, the book, “focuses on the HOW [sic], 1940 over China as a land-based fighter, and
not the what, when, or the by-the-whom.” new variants quickly taking their place on
After a few pages, it is obviously a much all the Imperial carriers, the Japanese owned
different and well-considered treatment by the world’s premier naval carrier fighter until
an author who wants to give us a unique view mid-1943 when the Grumman F6F Hellcat
of what went into designing, building and outfitting the new arrived. The biplane fighters and torpedo bombers of the late
capital ship, replacing battleships as the centerpiece of the fleet 1930s with which Japan attacked China from its carriers were
during the pivotal years before World War II. quickly replaced by more modern monoplane designs that
Using sidebar boxes within the main text, the author—a sys- placed Japan’s carrier forces at the head of the world’s fleets.
tems engineer, private pilot and avid yacht racer—has some gen- The attack on Pearl Harbor certainly opened the world’s
eral knowledge and understanding of how aircraft operate and eyes to just how dangerous the Japanese had become. This
focuses on various specific aspects of 1940s carriers and how awakening posed several threats and concerns that took two
individual countries approached their design. He also interjects years to overcome. In the meantime, the Allies fought with
occasional humor in describing the work and resulting designs, what they had, all of which is described in unusual form by
which is not always included in other histories of carriers. this author.
He delves into various types of aerial attacks, e.g., using Although this book has several good, even unusual points,
bombs or torpedoes, high- and low-level strikes as well as the I have to say the number and selection of photographs is dis-
various types of aircraft, noting that often bomber types could appointing, and not well presented within the text.
be maneuverable though slow, giving good accounts of them- In addition, the reader won’t find much mention of the
selves against opposition fighters. names and personalities on both sides—Allied and Axis—
After detailed dissection of many specific aspects of carriers that we have come to expect in traditional accounts of car-
and what it took to operate and fight them, Celander gets into rier operations in the Pacific and in the ETO. But that’s all
several well-known World War II carrier engagements—Coral part of this author’s different approach to the same history
Sea, Midway and Leyte. All of these accounts are almost And finally, while 75 percent of the narrative gives
clinical in nature, especially Midway. I have never seen such readers a very unusual look at a familiar story, namely
a dissection of action. Surprisingly, there is no mention of the World War II carrier operations, the last 25 percent is
Photo courtesy of the Naval History and Heritage Command
diversionary sortie by two—and eventually four—Japanese very difficult to read, almost too esoteric as the author
carriers to the Aleutians to move attention away from the tries applying an engineer’s analysis to the subject and
major Midway operation in June 1942, perhaps because that supposed lesson for today’s carrier community. Perhaps
campaign played little part in affecting what happened he should have stopped while he was ahead. Still, “How
at Midway, apart from presenting the U.S. with a com- Carriers Fought” deserves attention in today’s highly
plete, flyable example of the Japanese Zero fighter. overpopulated market.
USS Enterprise (CV 6) steaming at high speed June 4, 1942, during the Battle of Midway.
sPRing 2019 53
Famous Russian Aircraft: Mikoyan MiG-19
By Yefim Gordon and Dmitriy Komissarov
Hikoki Publications Ltd, Crecy Publications (UK), Specialty Press (U.S.), 2018.
The April 29, 1957, some 60 years from those troubling times, this huge volume
edition of Newsweek follows a similar book on the MiG-17 in the Famous Russian
magazine carried an Aircraft series, and is probably the ultimate biography of the
artist’s rendering of a Farmer in all its myriad prototype and production forms.
simplified MiG-19 in a Coupled with an amazing collection of color and black-
full afterburner climb and-white photos, authoritative text, line drawings, well-done
across the page while profiles, as well as various tables, this book should be the last
bold red type below word on the MiG-19. The text discusses all the aircraft that led
declared, “Closing the up to the Farmer’s service variants and includes an end section
Gap in the Air.” Then in that describes the aircraft that served with many of the USSR’s
black type underneath, client states and any combat they may have seen during the
“Reds Are Coming Up Fast—What They’ve Got.” In those latter period of the Vietnam War or in the Middle East against
early, intense days of the Cold War, any new Soviet equipment, Israel. The Farmer also saw lengthy service with the Pakistani
and especially aircraft, was cause for great concern in the Air Force and the Chinese beginning in the late 1950s, flying
West. against the aircraft of the U.S.-supported Chiang Kai-Shek
The solid, not-too-graceful MiG-19, with its NATO code- government in Taiwan.
name Farmer, was the latest design to come from the MiG The MiG-19 was never a real player, but certainly put in its
design bureau. Memories of the Korean War’s MiG-15 and the appearance from time to time and could hold its own against
later MiG-17 were still very much on everyone’s mind. Now, other adversaries with its heavy cannon armament.
In “Green Ink,” retired Rear Adm. and it makes for an excellent one-person
Denny Wisely takes you on a journey account.
in his own words, through his time in He tackles the stress and anxiety of
the cockpit as a Navy pilot during the being away from home at a young age
Vietnam War up until he commanded while being deployed into combat for
aircraft carrier USS John F. Kennedy the first time halfway around the world.
(CV 67). His accounts of the wins and losses,
Wisely is perhaps best known for as well as the birth of his first child,
having shot down a Mikoyan-Gurevich resonate with each log of his ledger.
(MiG-17) on April 24, 1967, as well as Wisely’s post-Vietnam career
an Antonov Colt (AN-2) biplane utility included a tour as the CO of the U.S.
aircraft that previous December. For a Navy Flight Demonstration Squadron
time, he was the Navy’s leading air-to-air (Blue Angels), flying A-4 Skyhawks, as
scorer. Many other facets of his wartime well as CO of Strike Fighter Squadron
Green Ink, Memoirs of career are laid out in this firsthand (VFA) 151, seeing combat in the early
a Fighter Pilot account. 1970s aboard USS Kitty Hawk (CV 63)
By Rear Adm. H. Denny Wisely, Most Navy and Marine Corps and commanding USS John F. Kennedy
USN (Ret.), 2018. members know that green is the color ink (CV 67). His story takes you from one
used in a logbook to indicate a combat mission to the next without losing the
flight. Throughout his memoir, Wisely excitement of being on the front lines.
describes his missions and what it took There are many experiences in his
to fly the powerful McDonnell Douglas book that speak well of what a naval
F-4 Phantom II in a way I’ve rarely seen, career means for a life well lived.

Squadron Spotlight
Maritime Patrol (VP) Squadron 46 Since the close of the Cold War, VP-46 has continued
“Grey Knights” to maintain its primacy in anti-submarine warfare
Established: July 1, 1931 (ASW) and answered a new call to perform overland
intelligence, surveillance and reconnaissance (ISR)
Based: Naval Air Station Whidbey Island,
missions. During Operation Desert Storm, VP-46 con-
Washington
ducted strike support missions.
Commanding Officer:
VP-46 again returned to the Middle East
Cmdr. Michael D. Bishop
during Operation Iraqi Freedom and provided
Mission(s): To expertly fulfill the Navy’s
valuable intelligence to troops on the ground
maritime patrol and reconnaissance
while performing ISR operations. In the following
needs by developing and maintaining the
years, the Grey Knights continued to provide ISR capa-
highest standards of aircrew professional com-
bilities and expertise during Operations Enduring Freedom,
petency and aircraft readiness.
Restoring Hope and Inherent Resolve.
Brief History: The “Grey Knights” of VP-46 are the Navy’s
When VP-46 returns from its current deployment in spring 2019,
‘oldest and the best’ maritime patrol squadron. The squadron
the squadron will transition to the P-8A Poseidon, the Navy’s newest
traces its history back through 87 years of continuous operations
maritime patrol and reconnaissance aircraft. The transition will mark
to the establishment of Patrol Squadron (VP) 5S on July 1, 1931.
the end of a storied era for VP-46, but the dedication and profes-
In the 17 years following its establishment, the squadron was
sionalism of the men and women who have called themselves Grey
redesignated eight times until finally becoming VP-46 on Sept.
Knights ensures that VP-46’s future will be as remarkable as its past.
1, 1948. Since its establishment, VP-46 has flown seven aircraft
variants; the PM-2, P2Y, PBY Catalina, PBM-3 Mariner, P5M Marlin, Aircraft Assigned: Nine P-3C Orions
P-2 Neptune, and since Jan. 6, 1965, the venerable P-3 Orion. The
Number of People in Unit: 69 officers, 271 enlisted Sailors
squadron has had 10 different home stations. A few notable air
stations include NAS Coco Solo Canal Zone, in Panama during Significant Accomplishments:
the 1930s and 40s, NAS North Island and NAS Moffett Field, in 2012, 2016, 2017 Battle Efficiency (Battle ‘E’) Award for
n
California, and since Nov. 14, 1993, NAS Whidbey Island. Maritime Patrol Excellence
Throughout its extensive history, VP-46 has participated in a
number of engagements and exercises. During World War II, VP-46 n 2012, 2013, 2016, 2017 Golden Wrench award for Excel-
was responsible for finding and sinking three German U-boats oper- lence in Aircraft Maintenance
ating in the Caribbean Sea in summer 1943. During both the Korean
n 2012 CNO Safety Award
and Vietnam wars, VP-46 participated in anti-submarine operations,
surveillance and coastal search and rescue flights. Throughout the n 2017 CNAP Retention Excellence Award
Cold War, VP-46 operated from deployment and detachment sites
all around the world to monitor Soviet surface and sub-surface fleet n More than 52 years and 345,000 Class-A mishap-free
activities. flight hours
U.S. Navy photo

AV IA
L T
A
IO
I AM NAVAL AVIATION
NA
N
Aviation Structural Mechanic Airman Javier Perez, CVN-74
N
NAE
E
TE IS
RPR
Navair Public affairs Office n 47123 Buse road, Building 2272, Suite 346 n Patuxent river, MD 20670 n navalaviationnews.navylive.dodlive.mil

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The Flagship publicaTion oF naval aviaTion since 1917 spring 2019

Navy Declares F-35C

Physiological Episodes Update

NSS: O-LEVEL REFORM

44 NSS: New Aircraft-on-Ground Cell Expedites Readiness

(U.S. Navy photo by MC Joshua Leonard)

The U.S. Navy’s Oldest Periodical, Established 1917

U.S. Navy photo by Toiete Jackson

U.S. Navy photo

6 Naval aviatioN News

I’m just sadly shakin’ my head with downcast

USS Gerald R. Ford Accepts Two Advanced Weapons Elevators

Navy Awards Contract

8 Naval aviatioN News

10 Naval aviatioN News

warm white light was determined to be

AAG Completes First

configuration for use aboard Gerald

12 Naval aviatioN News

U.S. Navy photo by MC2 Chandler Harrell

First Woman Harrier Pilot to

pose Marine Air-Ground Task Force-Crisis

14 Naval aviatioN News

U.S. Navy photo by MC2 K.R. Jackson-Smith

PATUXENT RIVER, Md.—With a $439.6 million contract

ties over the next 20 years. It’s a continuous cycle of upgrading

16 Naval aviatioN News

best. I think that just my personality, and my work ethic,

potential of these systems requires that

18 Naval aviatioN News

U.S. Marine Corps photo by Sgt. Hunter Helis

20 Naval aviatioN News

U.S. Navy photo by Erik Hildebrandt

Photo courtesy of Boeing

Weapons Division Bringing Speed to the Fleet

22 Naval aviatioN News

U.S. Navy photo

A Standard Missile-6 (SM-6) launches during

designed 21-inch rocket motor will greatly

Utilizing a rigorous Root Cause

ach RCCA Core team—one for

24 Naval aviatioN News

F/A-18 and EA-18G Program Office.

A Navy team is developing a

aval Surface Warfare Center

Aircrews experience PEs when there

26 Naval aviatioN News

The Navy announced the F-35C

28 Naval aviatioN News

First Deployment Scheduled for 2021

‘Argonauts’ Complete Tran

30 Naval aviatioN News

sition to F-35C Lightning II

months of transition at the beginning While Sailors were continuing to

U.S. Navy photo by MC Chief Shannon E. Renfroe

certain proficiencies in accordance with

32 Naval aviatioN News

team fully-trained on the F-35C, the

34 Naval aviatioN News